Tony, I have been a big block Chrysler fan since buying my 1970 440 Magnum Charger RT in 1971 while in the Air Force. You are I am messing with my head now and at 74 you have me wanting to build a 318. The only thing stopping me is that for 15 years I have been living in Ghana, so I will have to live that dream through your videos. Thanks so much for the Chrysler content.
Phillip Ceriale nah he has every head casting in his barn he just gets a lot of free mopar stuff from his roadkill fame. He ported iron heads for an episode of engine masters
I have run mostly BB Mopars in B-bodies for 40 yrs . I started phasing into A-bodies in the early 90's. And one day, I bought a 340 'builder' engine, and started putting them into Dusters along with hi-stall converters and low gears. And now, that;s all I want to drive. They kick butt on most big blocks up to 110 mph, which is mostly street racing. Unbelievable fast revving engines !
I had a '72 Demon 340 4 speed. I put a hemi clutch in it, a Mr. Gasket Bang Shifter (like a Hurst Super Shifter) and a pair of Lakewood slapper bars. Even detuned, it was a very strong runner. I later did a head swap to the earlier high compression heads and installed a 340 six pack camshaft. That really made it a screamer. I raced 350 Chevys, 396 Chevelles and an occasional 454 Corvette. The 350's (except the LT1) and low compression 454 were no challenge, the 396's in 325 & 350HP tune usually were beatable but the L78 was too strong. I used to sidestep the clutch at 3,000RPM off the line and shift at 5500. I went through a few 2nd gear synchros but other than that, the car was rock solid.
the 273 is a port velocity engine,i raced one as a kid in 1969,what really woke it up was the hand made fenderwell headers i got,bolted them on after butchering my 65 formula S,IT SCREAMED with the tubes,had to rejet the carb,added a 3.91 gear in my 7 1/4 suregrip,it flew,rev rev enjoy uncle tony,don't forget to turn pistons around,good for another 800 rpms,makes a difference on the big end,solid lfters work well with the little engine that could
That was the best bench-talk engineering analogy I have ever heard about these engines. I can’t imagine all the hours spent on R&D for those mopar engine masters. And then it turns out the most brilliant mods came from a cost saving perspective! That’s what Bob Ross would call “a happy accident”!
Not just the exhaust port configuration but the lifters are larger diameter allowing more radical camshaft, angle plug heads are stock, better rod angularity, stronger shaft mounted rockers, lots of advantages over the other American V8s of the time.
I just bought an 85 d150 with rust free cab, i mean cab corners look brand new doors close like a thing of beauty, fenders and bed are solid too, got 85,000 miles on a 318, is that something i could rebiuld and hot rod, or should i just leave it alone and use it for a daily?
@@blakenorman4822 Leave it alone and enjoy it. Start with an oil change, tuneup, repair any little thing that is not working right. Maintain it and keep it clean and you should get many years of reliable use out of it. Something often overlooked on older vehicles, that can make a big difference in ride and handling enjoyment, is new shock absorbers and an alignment job. That plus a good set of tires and you will think you are driving a new truck.
@@mrdanforth3744 Yeah thanks thats what i was leaning towards too, brought home an 87 d150 from scrap yard last year with 225 and totally broke it down, that one was falling apart , and put suspension and drivetrain on a 47 dodge paneltruck my dad and i had bought a few years ago, so i know my way around these old dodge suspensions and transmissions a bit, these old Chrysler drivetrains just seem to want to keep on purring, and they just seem to keep falling in my lap lately, ha, thanks again
I used to have a 65 Coronet, It was originally a 426 max wedge (if I remember the plate correctly), but had a 318 semi-hemi in it with a 727 torqueflite trans and sealed Dana banjo it think it was a 3.73, Lakewood traction bars, real magnesium mags and tiger paw super 60's on the back, that car was a gas. Bent a pushrod in it and replaced it without knurling the valve guides and she still ran. Traded it for a 75 Cutlass. That 318 was a great motor
That makes a lot of sense. I worked with an old hotrodder,he always focused on the exhaust first, then build up the rest. He would say " the faster you can get it out,the more you get in".
You can actually over scavange a motor. Had issues with this on Hemis. You wind up actually pulling the intake charge into the exhaust and burning it in the header. Even then the ports on the small block mopar are adequate but not great.
I just put together a 318, performer intake,cam,springs 600 summit carb. Hardened Exhaust seats, matched and blended the ports. roller rockers. Headers and balanced of course. A very snappy motor have been surprising a lot of people. Central California watching
My father-in-law bought a new 1950 Plymouth, long story short, my wife got the car when she was 21, We have been married for ever, I didn't like the 6, so, my engine builder (Bob Cram) built a stock 1973, 318 balanced, Stock manifold , 727 trans,, Dana 44 rear end, with a chevy HEI distributor, I installed a 1969 motorhome 318 timing chain cover, which raises the water pump almost 8", that puts the fan in the middle of the radiator, this car a screamer. the engine is a real rump rump engine. I have talked with Bob Cram, and he said "Do you really need to know".. I have often wondered why it is such a screamer. Well now I know. The 50 Plymouth is a cruiser, Thank you so much. You are to be Commended for you fine work and advice.
They took the punishment that I dished out. 340 was an outstanding engine. Big block Chrysler also held together. Quit teasing me with that Road Runner do a video on it please.
@@derekhage1551 Roadrunners ARE around! I got my 68 4spd in a trade with a guy for a 40 Dodge running family car that was in storage yrs. See it in my cats&cars video's wirh other mopars, some of I must make the sacrafice to part with!😖 Plz keep in mind some of the things u REALLY want to have, u wont like 1nce gotten. Got this next line from an old drag racer friend. "Everybody wants a nym-phomaniac until you own one". Roadrunner's a BIG car!!! 18ft. maybe+. I forgot exactly. Bigger n my 52 DeSoto & 54 Chrysler! & WIDE! Another friend told me of fellow worker that dreamed of getting a bucket T all his life! The stars aligned, moon was in the rite house, he was in rite place @ rite time, and bought one! Drove it around over that long 3+day weekend, had it for sale that next work week!
My very first car was a 1971 Plymouth 383 Road Runner, my folks had a 1971 Plymouth 318 Satellite Sebring, and I'll tell you that the Satellite handled alot better than my Road Chicken, dont get me wrong the Runner had power and was great at the strip but on road ralleys it sucked, I sold the car just before I went into the USAF, and when I graduated Tech School my parents used the money from the Runner and bought me a 1973 340 Barracuda (not the 'cuda but Barracuda) it was a 'cuda wearing the Barracuda name badge, it had of course the engine, suspension, sway bars, and a 8 3/4 with 3.55 ratio, she was a fun car to drive and ran great in the quarter mile plus it handled better then any big block car out there. God, I miss those cars but I do have a 1972 340 'cuda but it's not the same car I once had, she needs to be restored because she's closing on her 50 year mark and has cancer in the normal places but that's for another day
Love the way that this guy talks energetically and fast and clear, and on substance. No need to watch this on a sped up feed, because the info is coming at a good pace.
Tony, I am a Ford guy thru and thru. 70 Torino 2 dr and convertible both 351 Cleveland also 70 Lincoln MKIII, lots of trucks, Van's etc. You are great to watch and learn from, your love of Mopars is contagious, maybe 340 Dart in the future. Love it. Brother
I have been wanting to get out of Chevy and into Mopar for 10 years - spent 40 years in Chevy - Without you UTG I could not have made the change! These intricacies take a lifetime to learn - like I learnt in Chevy! Thank you for helping me move to the better company - MOPAR !!!
Hey uncle Tony. Im an 18 year old welder who has a passion for old cars. I've been watching your channel for a couple years now and you always create the best content. And I think you'd be proud to hear. Last Sunday I bought my first classic car of soon to be many which was a 77 el camino. I hope you and everyone else watching have a great day.
Being a Ford guy and dealing with the horrendous exh ports on sbf's (actually all fords) I can relate to UT wanting to go smaller inches. 302(not the gt40 or P heads) can't breath with the small valves and ports, plus the massive dogleg. Then Ford bolts the identical head on the 351w and wonder why it won't rpm. I took a 1980 255 from a tbird (small bore 302) and added a 289 crank for 240 cubes. With a set of gt40P heads and a roller cam (.245 @ .050 & .620/.640) it made 513hp at 8100rpm. Build the engine to the head flow!
Tony, Loved this video. Working at Total Automotive Engineering (Andy Mannarino) I did all the block work on a 390+ " 340 for a guy. it was in a 63-64 Barracuda, a 14X32' tube chassis car. With (I recall) some brand of aluminum heads and a roller cam w/ a single carb (1050 Dominator)& that thing made 730 HP on the dyno! The owner of the car (a real good guy) went back to his favorite combo w/ Hillborn FI and it still made 700 hp. (Incidently years back I had owned the rolling chassis of the famed Silver Bullet 67 Plymouth Belvedere of the Detroit Street Racing scene of the 60-70's) Sadly I traded it away but years later I couldn't help but think what a small block engine like that would've done in that car seeing as Jimmy Addison had told me and a few buddies that the 496" Hemi w/ tunnel ram in that car made 735 HP. Think a lighter LA engine making almost identical power yet lighter!) I want my old 69 Valiant back! I still know where it is even today, I had converted it to 8 3/4, Super Stock springs, & disc brakes all from a 73 Dart Sport I had. If I wasn't so old and decrepit now (and broke) I'd love to build an LA engine with a 904 for a bracket car!
Very neat video Tony! I have been a diehard small block mopar guy my whole life. Started with a 340 in my 76 Dodge Aspen. Did a 434ci out of a 318 block, then a 468ci out of an R3 block and even still ran a W2 head on it. Still have the car, and currently we are building a 369ci gen3 hemi with a billet 88mm turbo on it. My very first engine, that 340, we are currently freshening up for my 67 Barracuda which I am excited to get back together! This will be the first small block mopar I've done with a hydraulic roller I had built by Comp. The small block mopar was always a bit surprising the power they could make.
Even as a Ford guy, in the context of the time that was written, I agree it was right on point. The model T was a tractor crossed with a buckboard wagon and old Henry wouldn’t let it go despite advances in technology by his competitors. He tried to hang onto the idea that no one would ever need more car than a T even as the entire automotive world passed him by. Eventually his son Edsel and dwindling sales won him over and they started building real cars.
I can’t tell you how excited I was to see that with the SB head. I have always been told that the 318 LA head is a dog, but in reality it just needs a little porting, good headers and a decent intake... and a nice cam. This was very enlightening and really cool the way the fire shot straight out. I had absolutely no clue. Thanks, man! Keep em coming!
Thanks Prof Tony. I learned a lot! The fastest car at my high-school was an awesome Duster 340 and now I finally know why. I have always loved the 318s I've had. Legendary mill like the Chevy small-block.
In 1977 I bought a new Dodge D100 2wd short bed, 318, New process 4spd 3:21 gearing. After the waurntee was up I dumped all the smog equipment and installed a re-ground version of the "Purple" shaft with Crager headers, 1970 340 cast iron high rise and the 4300 Autolite 4BBL. The end result was 7,000 red line and through the traps at 13.9 @ 109 mph in 3rd gear (¼ mi). Sacramento Raceway
Would love to see a 273 build/analysis. Show us the way on the path less traveled!! I have never known anyone that owns a 273. But my understanding is that they love to rev as much as a Chevy 283/327. Like crazy 7000+ RPM range! Thanks UT. A man of your word. I really DID learn something.
I have a 1968 Barracuda fastback with a 1970 casting 340 with J heads. It easily flows a Holly 750 double pumper with stock exhaust manifolds, and has a 150 shot of nitrous to boot. The stock exhaust manifolds actually help keep the mixture from leaning out too much when nitrous is used. The engine is actually a mild mannered street engine that goes insane when the gas is floored, with or without spray. On motor it's just as fast 0-70 as my 2020 scat pack Challenger, but that's mainly because the 727 in the Barracuda gives it the jump off the line with a 3000 stall converter. It also helps that the Barracuda weighs almost an entire Mazda Miata less than my new Challenger, all while having a full interior and a body that has not been cut anywhere.
I never owned one, but I wrenched on a 70 Polara 440. It was a simple job, cam chain/water pump - in October rain. Canada. I think it was 79 - up here most just rusts into place. It only falls off, when it rusts thru. It was dark when I finished. Now - you know I had to test my work. Took it down the hill from the customers house. Bottom was almost 400 ft, so a good hill. She had more than 1/2 tank, so I knew the 4Bls would work. At the green light - at the bottom of the hill, I planted the fuel. It had a locked diff and smoke rolling off both rears. I will not say how fast it went, but I calmed it down and parked in his driveway. He -Cust - met me at the door and says - "It works good dont it". I laughed - got paid and said "Sure does". Thank you UTG. There are not many, that keep asking why?
Speaking of the SBM, if you feel like trying some quirky shit, what about building a magnum V10? I love weird shit, and I feel like these truck V10s are underappreciated. The truck V10 is essentially a small block mopar with two extra cylinders. You've got cool V10 sounds, big displacement, and with the mopar you get to take advantage of all the valvetrain parts available for SBM! If you can get a cam ground, and make the motor RPM you could make some real power on the cheap!
With the v10 sharing SBM architecture with the rest of the A/LA series and with the current gen hemi being a development of that same family I wonder how possible a hemi V10 would be? There are a few people out there that love to do that kind of thing.
As a teenager coming of age in the 60s I remember reading articles about someone showing up with a 340 and nobody wanted to line up against them. I also remember Stock 340 Swinger running 13.8-13.9 on street tires.
Completely agree, they aren't much to look at spec wise, but those engines just F'n roar. Back in the day I was working on a customers Javelin, I was doing transmission and clutch work on it. It was a kinda obnoxious car, bright yellow, Street ET tires, slapper bars, HUGE hood scoop. But under the hood as far as I could see was rather typical AMC engine, headers, the old school twisted torker single plane manifold, and Edelbrock carb on a 4" spacer. When done I took it out for a test drive and after breaking in the clutch a bit I did a hit off a light to make sure all was good. The damn thing did a F'n wheelie, freaked me the F out. I'm accustomed to power I just wasn't expecting it. Found out afterward that it was IIRC 400+ CI, had very high compression IIRC 14:1 and was running 100+ fuel. But still damn, from a basic AMC.
@@snek9353 lol, so when I was 19 in the mid 90's, I bought a 1979 Cherokee 2 door quadratic off a guy I "kinda" knew. He had rebuilt the AMC 360 engine. Took it to show my Dad what I bought for $1,800. We were on a road with a slight slope going up, my Dad jumped in and said, well son let's see what this thing can do. He put it in second gear, eased it forward and at about 3-5 mph...he punched it to the floor. Next thing I see is all Sky. It maybe lifted the tires about 3 inches from the ground? At the same time it left two solid black marks about 7 car lengths before the front dropped back down. Then the front tires hooked and it blasted off. My Dad was always an AMC fan, he'd say, "no one built monster's like AMC did, they all just wished the did" But he didn't like the looks of anything AMC had, said they were ugly.
I enjoy your wisdom and how you explain things. I wish I could work in your shop and for my love of turning wrenches, learn and have fun doing and learning more. Thanks for all you videos and I think it is great that you share your love of cars.
Pulled the 5 quart a week oil burning 3.9 out of my 98 standard cab 5 speed dakota sport when a friend sold me a mild cammed dakota 5.9 RT motor for a hundred bucks . RT Dakota's weren't available with a five speed . I just made one . I now have a race truck that I can't keep tires on ! No wonder they didn't offer that option ! 🤪
@@BeatersRus 5.9 full size ram was available with a 5 speed . This is the flywheel and clutch kit I used from rock auto . The ECM and engine wiring harness from a dakota 5.3 318 5 speed I got at a junkyard for less than 50 bucks . No need to flash the ECM . 5.3 and 5.9 ECM's are the same . No check engine lights . Easiest way to go .The original crankshaft sensor and starter for the v6 works with the v8 . Everything bolts up . Plug and play , Hook and book ! 🤪 Almost forgot , the v8 throttle body has a different style accelerator cable end . Full size ram accelerator cable from the junkyard saved the day .
Thank You uncle Tony ,in high school I drove my dad's 1979 Dodge Magnum, that had 369 with the 2 barrel carb and 904 torqueflite , the lean burn was removed when my dad drove her , I had a custom illegal dual exhaust installed, that car would just incinerate the rear tire.
Hell yeah I love big blocks and hemi's. I have a '65 383 and a little 354 fire power hemi. I like my little LA engines cause they deliver and aren't a bank breaker build. 500hp from a 360 on pump gas and no juices, blowers or anything is kinda cool.
I would love how you built your budget 500hp 360! I have a smog 360la in my '81w250, and really want up the hp, & torque for towing, & hwy, not to mention fun. Tryingbto get even 350hp adds up fast.
@@harvestblades Well It is only bored .020. I use a mopar performance cam and lifters, degree'd cam shaft with off set cam key. Factory cast iron spread bore intake, got rid of stock heads and use factory non emission heads with springs for cam, again mopar. No smog stuff, true dual exhaust, and not over carb'd. Oh yeah pistons are Federal Mogul Sealed Power flat tops w/twin valve reliefs. And I use factory exhaust, no holes manifolds.
Best thing about mopar LA’s is being surrounded by them on the farm as a kid and having a neighbor who was retired engine shop management, Chrysler Windsor/ Detroit assembly.
I've been looking at dynometer numbers of engines with stock to mild camshafts. It seems to be a trend with the 360 Chrysler in that they have a very flat torque curve and obtain near peak numbers earlier and hold them higher than other engines of similar size and camshaft timing, compression ratio, etc. I wonder if the superior exhaust port design has anything to do with that.
Best bang for buck ever the 360 IMO. Almost impossible to over cam. Stock oiling, rods and crank all good to 7500 rpm, just need appropriate pistons, valve springs, rockers and proper machining and assembly. Best streeter I had back in the day (early 90s) used a weind tunnel ram two 600 holleys, big solid flat tappet cam. Awesome small block. Saw 7k plus rpm daily for years. Would not die. Wish I still had it now.
@@paulmathieson8081 I have to agree with you regarding camming a 360. I had a friend who built engines for a living build a 360 for me. I gave him free rein to do what he wanted but I stipulated that it needed to be streetable but I wanted decent power. He went with a Wolverine Blue Racer cam. When I told my Chevy buddies what the specs on my cam were they looked at me like I had no idea what I was talking about. The cam he put in didn't have a lot of lift, 0.46 lift which allowed me to retain the stock valve train to save some money and ensure long term durability. But he went with a lot of duration to take advantage of the long rods. A lot more time to move the charge in and the exhaust out. I don't remember the exact numbers, the exhaust and intake were slightly different by a couple of degrees but the average was 310*. It sounds pretty goofy but it worked real well. The engine was balanced, mild porting, Performer intake, KB 10.1 to 1 compression and a 650 Edelbrock carb. I didn't do any tuning on the carb as I was a Holley guy and knew squat about the Edelbrocks. I wish there was the UT tutorial on those carbs back in the day. I know I left a lot on the table without the carb tuning but it ran really well and pulled quite hard. I had this engine in a '72 Duster.
I'm just getting into classic cars and your videos are incredible Tony, thanks so much for sharing your knowledge. I just picked up a 77 Plymouth Trailduster with the small block 360 and I'm constantly blown away with the power it makes. So much rust to fix though =[
HA ! I have a rusty 360 76 Trailduster 2 wheel drive with the rare Minnesota Truck Parts Pacesetter halfcab. I hated the 76 grille, and switched to a perfect , still in the box 77 / 78 Plymouth grille.
Not gonna lie uncle tony, I’ve been watching all your smallblock mopar videos since I picked up an 86 5th ave as a new daily last week and you’re making it very hard for me not to hot rod it.
Back in the early to mid-seventies, my street racing days, the Chevys were always cheaper to build. You could get much more hp with the same $. I was always frustrated by that, but I never defected
But in the long run the chebby cost you more. It's never had anything that was as reliable or heavily built to take the abuse like a Mopar. And where all the racers build their chebby junk 3 or 4 times a season I have run mine as long as two full seasons without a refresh, cause it did not need it. I saved in the long run and made much more power than they ever did.
@@dwc4343 I figured the much greater numbers of GM vehicles gave their aftermarket hi-po parts the price advantage. As we used to say, 'they go, and then they blow'
Hi Tony, thanks for your great videos brother! I'm planning a 318-390 magnum stroker for my D200, wondering if you've ever tinkered with a magnum and what are your thoughts on them
My first 340 was in a 1971 Super Bee, then I got a 1968 Barracuda S survivor, engine never been apart... raced an early 60s Corvette roadster (327) one night and surprised myself that I wasted him with my bone stock 340/727/3:55 sure grip Formula S coupe. Still have B5 blue Barracuda, but sold the Super Bee. My first car was a Formula S 273 Commando car, so going from the little 273 to the 340 is an eye opener.....
Thats great!.. i knew when you said that 318 in bottle rocket was the first one you built, you'd absolutely love them. Like I said, I got a buddy that is a firm believer in them. He says 318s are the absolute most bang per buck. The 273 were good too.. just ran out of ci.. the 360 was a good engine as well. But his firm belief was the 318. Very cool ut.. cant wait to watch the build on a 273. Thanks for the vids and input
Maybe Mopar should have built the ball stud hemi as a small block? They might have kept using them instead of the 4.7 and been more reliable than the OHC motors
(For the record) I do NOT look down on a BBM anyday.. I've had some that ran 10+ demolition derbies and still ran pissed.. very well built engines. And plans for my project may or may not have one in it... best part about them? They are very durable designs.. they've been known to take an ass licking and keep on ticking... imo
Thanks for throwing up these videos. The step by step walk through really helps a person understand the what and the why of things. Much appreciated Uncle Tony!
I was stuck in the past too at one time. At some point, you upgrade and move on. The mid-90's to mid-2000's is the sweet spot for most vehicles. Dependable fuel injection and the computer systems hadn't gotten out of control yet.
I don't know the reason for saying "stuck in the past"...he's working on a Gen 3 hemi, Uncle Tony builds what he likes and couldn't car less about anyones opinion. I build old small/big blocks as well as LS and Gen 3's and love all of them.
The problem is that the computers of that generation are wearing out and there are no easy replacements available. You can't just buy a new production Ford EEC-4 computer (for example), you gotta replace the whole damn fuel injection system.
_"At some point, you upgrade and move on. "_ Not me. 1960-1970s cars and carbureted, non-computer controlled engines forever (as far as hi-performance cars go). Also, the engines from that era actually LOOK like engines unlike the powerplants stuffed into the cramped engine compartments of modern cars. Plus those cars are EASY and SIMPLE to work on and troubleshoot.
Kudos Uncle Tony Just starting my 1st build. A rusted out 73 charger se 318. Thank you for the inspiration. Ps... 30 yr combat vet. This is the 1st time I've been stationary since High school. Dreams do happen. Create them. Again ... thank you for the knowledge. Most wont spill ...
@@jimzimprich6969 new york state,the land of taxation and rust-ation ;) glad to hear you are getting somewheres on your car. have you joined the FBBO forum yet? forbbodiesonly
Damn right Uncle Tony. The 340 was a dust buster and many times all you would see is its tail lights. I had a Cuda 340 left my Chevy El Camino 396 L78 at the line. He took my smile and twenty dollars with a " do you want to try again? ". I got dad's Satellite 440 within a month and ran him again and barely beat him. Got my twenty back but could not believe he was right at my rear quarter panel at the finish. Damn. That 340 was a full power house. He had headers, Elderbrock, Holley, cam and duel point. And it look great in black with silver cuda' striping .
Hey Tony back in 93 I got a 65 barracuda with a junkyard 318 in it I’ve built a set of 360 heads Port matched and lightly Ported milled the heads 40 thousands to keep the compression ratio up 340 cam 340 manifold on the left magnum manifold on the right Wyand high-rise dual plane with a thermal quote on it with a four-speed behind it iWorks for the past 28 years love the set up
Awesome! I've been wanting to see more stuff about the 273, especially since you've mentioned good things about the one you're running in one of your cars
Glad I found your channel. Myself had a 65 Ply 273. Original Racing stripes, Hurst shifter auto on floor. The little engine was fast. Almost fast as my 67 coronet 440 which had a bored out 318. Love those old engines. Which I still had them.
I "Rifle" my heads using a coarse stone in a swirl pattern. I've seen amazing results on both the flow bench and the track. I'm perfecting the technique however it's very adaptable to ANY make/model or size engine.
TDA - I had a ol timer show me that many years ago on some vw heads and it works!! After I got into v8’s, I was wondering why nobody was doing it to them!
thanks that info is something that I have missed all these years. back in 1965 I got a 65 barracuda with a 273 hi performance engine and my 383 friends were shocked that I could keep up with them. I loved chewing up the 292 mustangs.
After porting chevy small block heads for years , the first set of small block magnum heads from a 5.9 I seen the exhaust flow 200 cam at .500 with minimal work . The intake was not as easy but the exhaust flows better than the last 4 pairs of the vortec head I have done . Close to full race heads when ported right. Good job sir
I am a Ford guy. But I enjoy reviewing the different positive elements all brands may have had to there motors. I agree a 340 does have alot of instant throttle response. Those exhaust ports were most likely the reason. I was impressed riding in a 68 dart GTS 340 automatic car one time. My buddy laid into the throttle from a dead stop. And the motor responded instantly. Bob Glidden the Ford racer had a long one season winning streak driving a Mopar small block. Glidden even helped to put a final perfection touch on the direct connection 340 small block head that was already well designed by a factory assembly line accident. Thomas Edison discovered alot of things by accident as well. Great video. Thanks
This video explains why the mod’s I made worked so well. Back in the 70’s I had a B300 maxie van with a 360 that I ran headers on but I used a 2.5 in exhaust system, had 2.25 outlet collector cones welded into the 2.5 “ tube ( basically creating a extraction chamber in front of the crossover tube to increase exit speed of the exhaust pulse) system worked so well that when I had a exhaust leak at the header flange that you could not hear the leak, but I burnt a hole in the tube. But did increase both performance and fuel economy.
When I was a kid, I took the Mopar small block heads for granted because they were all I had worked with. Then I worked with a friend who raced a Ford. Big difference! Fords have to make a U-turn out of the port to clear the shock towers. Angle milling, port plates, radically raised ports... it’s amazing what it took for those heads to have on the exhaust side what the Mopars came with.
@@mattgarkus2489 Hyundai just started making the Venue small SUV with both direct and port injection, and the 2.5 turbo engine for the new Kia K5 also has both direct and port injection. I have a 2.5 liter Mazda engine, just direct injection, but the stock catch design is quite good. People are going 150 thousand miles plus without cleaning the intake valves. It helps to use full synthetic 0w-20 oil changed every 5 thousand miles, a good 87 octane fuel such as Shell or BP, and see the Project Farm videos that test Berryman B-12 Chemtool in the gas tank- the only one that made the inside of the spark plugs look cleaner.
Back around 73 to 75 I was running a 68 Satellite and a 74 Charger. Both had 318's with a 2 bbl and single exhaust. Since I was in the service, I didn't have a lot of money so what modifications had to be inexpensive. The biggest problem I found was that they couldn't breathe. A Holley 500cfm 2 bbl and dual exhaust made it a game changer.
Ah, excellent news. I'm about at the point where I want to ditch my 360 for a variety of reasons and go back and rebuilt my 273. Eagerly await your 273 performance build!
I was a little confused by Tony's final comments, but I think the point is to build cubic inches to head flow (based on desired operating range). It makes sense - if your head won't support cubic inches / rpm then you're carrying reciprocating mass that you don't need. For most scenarios its a non-issue because the extra cubic inches at low rpm are beneficial in normal driving and the top end rpm effect is rarely experienced / a concern. But if you have a head limitation (which should always be the limitation) and you build cubic inches to your desired RPM range then that should be optimized throughout the power band. I think I have that right.
My personal first experience was in my buddy's big block 396 67' Chevelle and we ran up against a 340 Barracuda. I was amazed that we could not walk that car red light to red light all the way up Main St. This was in Reynoldsburg Ohio during the Mopar Nationals somewhere around 1990. Great times
I raced a 68 396 chevelle one time. It sounded wicked with open headers. Beat him by two cars. He came to the pits wanting to see my big block under the hood. He looked a bit bewildered when he saw my pump gas 360 under the hood.
I met a guy 30 years ago when I was in the Air Force in Maryland...he had a clapped out 68,69 Barracuda with a souped 340 in it. He said his favorite victims were 396 powered Chevs...years later I ended up with a 68 Barracuda 340 Formula S coupe
I thought general consensus was the 340 was the best displacement configuration for the small block mopars from a performance standpoint. A 273 might make the same power at 7500 that a 340 does at 6k but going to take a lot better than stock parts to hold one together at 7.5k
@@paulmathieson8081 The 360 moves the power even lower in the RPM band, great for a street motor but not as racey, also in my experience they never have the fuel economy of equivelant 340 or 318 motors. I do like the 360 for boost though with the bigger mains. :-)
Love the small blocks of that period. Reliable screamers...I love my 67 330 4bbl olds. The olds w-31 350 is one of the coolest cars to ever come out, too bad they never did a "w" option with the 330; they were more robust and full of forged goodies. Tony said it right a while ago, olds had it's best ram air setup when the scoops ran through the bumper
I'm building an all-cast iron 340 but I hope to step up to aluminum heads in a couple years. The weight savings alone are going to make it all worthwhile.
for decent heads,is 3k worth it. nope.. only thing id put alloy heads on,intake,& w/pump,would be a 460. then,it weighs the same as a 351,with 3 times the grunt....460 build,,flat tops, 510 lift cam,intake.job done..
It's called the 1966 Dodge "D"Dart 275hp 273ci Trans Am class motor or the USAC 318cid Fuel injected motor. Go with the (302 castings) closed chamber and port them to 340 ci gaskets and unshroud the valves (188 - 160) or the pre Magnum 360ci (308 castings) that have the raised exhaust ports but still have the shaft rockers !!
I'm a mopar guy and I'll tell you that the exhaust side of the mopar heads are it's achilles heal.... great valve to piston angle tho....large lifter diameter and long rod ...... built with decent flowing heads can be screamers! Now the 452 and 906 bbm heads actually flow fairly well for what they are
For a second I was gonna comment where are the spark plug holes than I remembered it's a hemi. Silly me... great vid tony me personally I enjoy the longer vids because you pack them full of info and trivia
Reminds me of the time why I wondered why Honda K series 4cyl were making 250hp NA. Found a cross cut of the head. Intake points directly at the valve, going into a hemi combustion chamber featuring 4 valves.
cylinder head flow is a very important thing. Why do you think the 5.0L coyote is such a good engine? also import stuff like 4 cylinder honda engines that the kids are turbocharging and going fast with. We may not have as many cubic inches but having incredibly efficient high performance cylinder heads makes up for a lot of that. Most exotic sports cars come with engines that have at least 4 valves per cylinder for a reason. Air doesn't like to turn either so the straighter and easier it can get in and out of the chamber the better. Taller or raised ports are pretty much always better for both intake and exhaust.
Define ideal rod ratio? And exactly how much difference it makes. I'll give you 2 huge reasons LA engines suck 1st the pushrods are at weird angles cause the lifter bored were set for early hemi heads then weren't changed. This causes a ton of deflection in the valve train. 2nd the sides of the block are weak there are issues with motor mounts tearing off the sides of the block if you use solid motor mounts. The block itself is weak the trans am and nascar teams of the 70's had huge issued with blocks outright splitting. You only have to look at the changes made to the R series of blocks to see this
@silverbird58 I'll give you a bit of a clue, there is no ideal rod ratio for a street motor. Even then the ideal ratio makes a miniscule difference. Warren Johnson said "the correct rod length is whatever connects the piston to the crank"
Thanks for teaching me something I didn't know but that makes perfect sense, especially after the demonstration with the torch. Most engine conversations I've had with folks, we usually talk about whats going into the engine (fuel/air mixture, carbs, intake manifolds, etc.), but rarely think about the output to that depth. That is very interesting that the small-block heads 'accidentally' were designed with the best flow. Learn something new every day around here. Thanks, Uncle Tony!
When I was racing the Mopar 340's where nick named Mini-Hemi's because they wrecked havoc on just about any big block engines being used to race with, then enter Edward Hamburger with his ideas for small block engines and WOW he really woke up those small blocks!!!
My first builds were the LA318. I was amazed, and so were my chevy/Ford friends, with how much power they made with cheap simple upgrades and tweaks. In 1995, I ordered a Dodge Ram with the Magnum 5.2L, NV3500 5sp and 9.25 3.55 posi. Out of the box it was a pretty good combo but, it wasn't enough. Being under warranty, I started with Mopar Performance parts such as a performance ECM. After learning the fuel pump was good to about 500hp, I installed bigger injectors from a Saleen Mustang. They were plug and play! Then I learned the first year '94 models had 2.25 exhaust outlets verses the' 95 1.875 outlets. So, I swapped them out. FYI: the Magnum manifolds flow as well as the gold standard 340's do! Then shortened the exhaust to just past the cab running into a duel Flowmaster big block muffler configuration with down spouts. Next came swapping the rockers to 1.7/1 ratio from the stock 1.6/1. Along with a Nascar developed throttle body airflow director. Which smoothed out the incoming air into the throttle body. Next I custom built a ram air system using a 16x4 air filter box with 4in duel inlets. I fed it from 4 inlet lines comprised of (2) 4in hoses running from air scoops between the radiator and headlight assemblies fashioned out of home roof snorkel pipe gasket assemblies. Using the OEM rubber air dams as templates for mounting. In addition, I ran (2) 3in inlets from the below the bumper air dam where I mounted 3x9in scoops where fog lamps would normally mount. I used a standard plumbing PVC combination 4+3 to 4 Y adapter to plumb them to the 16x4 air box. Lastly, I installed a March Performance reduced ratio pully set. At this point, the engine was producing so much power it began to overheat under load. Even with the oversized OEM towing package radiator I ordered it from the factory with. My solution was simple and cheap. I found another NASCAR developed product called a "water wetter". Basically, it prevents steam production in the cooling system between the coolant and engine coolant runners which greatly hinder heat transfer. The final result was a still warranted 1/4 mile IROC/GT killer! I can't tell you how many of them were astonished they got beat by a small block Dodge truck! This truck, single cab short bed with about 200 lbs of Rhinoliner, would jerk you into the seat and bark 4th gear with 355/45-16 BFG Sport Truck tires. To tune it, I used a dash mounted Gentech strain gauge type performance computer. Which calculates horsepower and 1/4 mile stats using acceleration rate and vehicle weight. To the best of my recollection, it ran in the 11+sec range at right around 100mph. Not bad for a very lightly modified configuration!
Tony, I have been a big block Chrysler fan since buying my 1970 440 Magnum Charger RT in 1971 while in the Air Force. You are I am messing with my head now and at 74 you have me wanting to build a 318. The only thing stopping me is that for 15 years I have been living in Ghana, so I will have to live that dream through your videos. Thanks so much for the Chrysler content.
I’d love to see Uncle Tony and Steve Dulcich talk Mopar one day
I never really understood why Dulcich was so enamored w/ the 318 over the 360, but what Tony was talking about explains a lot.
Yesssss!!!!
That would be epic
Read my mind
Phillip Ceriale nah he has every head casting in his barn he just gets a lot of free mopar stuff from his roadkill fame. He ported iron heads for an episode of engine masters
I have run mostly BB Mopars in B-bodies for 40 yrs . I started phasing into A-bodies in the early 90's. And one day, I bought a 340 'builder' engine, and started putting them into Dusters along with hi-stall converters and low gears. And now, that;s all I want to drive. They kick butt on most big blocks up to 110 mph, which is mostly street racing. Unbelievable fast revving engines !
Uncle Tony is making some of the most intelligent videos ever.
I had a '72 Demon 340 4 speed. I put a hemi clutch in it, a Mr. Gasket Bang Shifter (like a Hurst Super Shifter) and a pair of Lakewood slapper bars. Even detuned, it was a very strong runner. I later did a head swap to the earlier high compression heads and installed a 340 six pack camshaft. That really made it a screamer. I raced 350 Chevys, 396 Chevelles and an occasional 454 Corvette. The 350's (except the LT1) and low compression 454 were no challenge, the 396's in 325 & 350HP tune usually were beatable but the L78 was too strong. I used to sidestep the clutch at 3,000RPM off the line and shift at 5500. I went through a few 2nd gear synchros but other than that, the car was rock solid.
the 273 is a port velocity engine,i raced one as a kid in 1969,what really woke it up was the hand made fenderwell headers i got,bolted them on after butchering my 65 formula S,IT SCREAMED with the tubes,had to rejet the carb,added a 3.91 gear in my 7 1/4 suregrip,it flew,rev rev enjoy uncle tony,don't forget to turn pistons around,good for another 800 rpms,makes a difference on the big end,solid lfters work well with the little engine that could
That was the best bench-talk engineering analogy I have ever heard about these engines. I can’t imagine all the hours spent on R&D for those mopar engine masters. And then it turns out the most brilliant mods came from a cost saving perspective! That’s what Bob Ross would call “a happy accident”!
Not just the exhaust port configuration but the lifters are larger diameter allowing more radical camshaft, angle plug heads are stock, better rod angularity, stronger shaft mounted rockers, lots of advantages over the other American V8s of the time.
Agree.
I just bought an 85 d150 with rust free cab, i mean cab corners look brand new doors close like a thing of beauty, fenders and bed are solid too, got 85,000 miles on a 318, is that something i could rebiuld and hot rod, or should i just leave it alone and use it for a daily?
@@blakenorman4822 Leave it alone and enjoy it. Start with an oil change, tuneup, repair any little thing that is not working right. Maintain it and keep it clean and you should get many years of reliable use out of it.
Something often overlooked on older vehicles, that can make a big difference in ride and handling enjoyment, is new shock absorbers and an alignment job. That plus a good set of tires and you will think you are driving a new truck.
@@mrdanforth3744 Yeah thanks thats what i was leaning towards too, brought home an 87 d150 from scrap yard last year with 225 and totally broke it down, that one was falling apart , and put suspension and drivetrain on a 47 dodge paneltruck my dad and i had bought a few years ago, so i know my way around these old dodge suspensions and transmissions a bit, these old Chrysler drivetrains just seem to want to keep on purring, and they just seem to keep falling in my lap lately, ha, thanks again
An old friend used to talk about his LA recipe.
318 block, 340 cam and 360 heads.
He loved it, and proved quite powerful in his awd ram charger.
I used to have a 65 Coronet, It was originally a 426 max wedge (if I remember the plate correctly), but had a 318 semi-hemi in it with a 727 torqueflite trans and sealed Dana banjo it think it was a 3.73, Lakewood traction bars, real magnesium mags and tiger paw super 60's on the back, that car was a gas. Bent a pushrod in it and replaced it without knurling the valve guides and she still ran. Traded it for a 75 Cutlass. That 318 was a great motor
That makes a lot of sense. I worked with an old hotrodder,he always focused on the exhaust first, then build up the rest. He would say " the faster you can get it out,the more you get in".
You can actually over scavange a motor. Had issues with this on Hemis. You wind up actually pulling the intake charge into the exhaust and burning it in the header. Even then the ports on the small block mopar are adequate but not great.
That's why I poo before each meal.
I just put together a 318, performer intake,cam,springs
600 summit carb.
Hardened Exhaust seats, matched and blended the ports. roller rockers. Headers and balanced of course. A very snappy motor have been surprising a lot of people.
Central California watching
My father-in-law bought a new 1950 Plymouth, long story short, my wife got the car when she was 21, We have been married for ever, I didn't like the 6, so, my engine builder (Bob Cram) built a stock 1973, 318 balanced, Stock manifold , 727 trans,, Dana 44 rear end, with a chevy HEI distributor, I installed a 1969 motorhome 318 timing chain cover, which raises the water pump almost 8", that puts the fan in the middle of the radiator, this car a screamer. the engine is a real rump rump engine. I have talked with Bob Cram, and he said "Do you really need to know".. I have often wondered why it is such a screamer. Well now I know. The 50 Plymouth is a cruiser, Thank you so much. You are to be Commended for you fine work and advice.
Cant teach old dogs new tricks they said... nice investigative work Tony. God amongst Men.
They took the punishment that I dished out. 340 was an outstanding engine.
Big block Chrysler also held together. Quit teasing me with that Road Runner do a video on it please.
I agree...The Road Runner is my dream car. Some day I will have one, but I would love to see Uncle Tony's!!
Me thinks that it's uninsured, so it stays safely in the garage. 😜
@@derekhage1551 Roadrunners ARE around! I got my 68 4spd in a trade with a guy for a 40 Dodge running family car that was in storage yrs. See it in my cats&cars video's wirh other mopars, some of I must make the sacrafice to part with!😖 Plz keep in mind some of the things u REALLY want to have, u wont like 1nce gotten. Got this next line from an old drag racer friend. "Everybody wants a nym-phomaniac until you own one".
Roadrunner's a BIG car!!! 18ft. maybe+. I forgot exactly. Bigger n my 52 DeSoto & 54 Chrysler! & WIDE! Another friend told me of fellow worker that dreamed of getting a bucket T all his life! The stars aligned, moon was in the rite house, he was in rite place @ rite time, and bought one! Drove it around over that long 3+day weekend, had it for sale that next work week!
Guys he goes over the Roadrunner in his fleet walkthrough video, I think it's called "Island of misfit mopars" or something
My very first car was a 1971 Plymouth 383 Road Runner, my folks had a 1971 Plymouth 318 Satellite Sebring, and I'll tell you that the Satellite handled alot better than my Road Chicken, dont get me wrong the Runner had power and was great at the strip but on road ralleys it sucked, I sold the car just before I went into the USAF, and when I graduated Tech School my parents used the money from the Runner and bought me a 1973 340 Barracuda (not the 'cuda but Barracuda) it was a 'cuda wearing the Barracuda name badge, it had of course the engine, suspension, sway bars, and a 8 3/4 with 3.55 ratio, she was a fun car to drive and ran great in the quarter mile plus it handled better then any big block car out there. God, I miss those cars but I do have a 1972 340 'cuda but it's not the same car I once had, she needs to be restored because she's closing on her 50 year mark and has cancer in the normal places but that's for another day
exceptionally knowledgeable guy with a great attitude
Love the way that this guy talks energetically and fast and clear, and on substance. No need to watch this on a sped up feed, because the info is coming at a good pace.
Uncle Tony, It’s a very little known fact, that the 340, is a dark horse, with shining armor!!
Tony, I am a Ford guy thru and thru. 70 Torino 2 dr and convertible both 351 Cleveland also 70 Lincoln MKIII, lots of trucks, Van's etc. You are great to watch and learn from, your love of Mopars is contagious, maybe 340 Dart in the future. Love it. Brother
I have been wanting to get out of Chevy and into Mopar for 10 years - spent 40 years in Chevy - Without you UTG I could not have made the change! These intricacies take a lifetime to learn - like I learnt in Chevy! Thank you for helping me move to the better company - MOPAR !!!
That has to be the best demonstration of that kinda exhaust flow issue I've ever seen. I guess it takes a pyrotechnic to explain hot-rodding,
You mean *Pyro-Maniac* ...
Hey uncle Tony. Im an 18 year old welder who has a passion for old cars. I've been watching your channel for a couple years now and you always create the best content. And I think you'd be proud to hear. Last Sunday I bought my first classic car of soon to be many which was a 77 el camino. I hope you and everyone else watching have a great day.
Being a Ford guy and dealing with the horrendous exh ports on sbf's (actually all fords) I can relate to UT wanting to go smaller inches. 302(not the gt40 or P heads) can't breath with the small valves and ports, plus the massive dogleg. Then Ford bolts the identical head on the 351w and wonder why it won't rpm. I took a 1980 255 from a tbird (small bore 302) and added a 289 crank for 240 cubes. With a set of gt40P heads and a roller cam (.245 @ .050 & .620/.640) it made 513hp at 8100rpm. Build the engine to the head flow!
Fastest street car I ever saw in the 70s was a 1970 340 duster.
Man could that thing launch and make horsepower
Uncle tony I am very interested in the 273 build you are planning! Do it! Do it!
Tony, Loved this video. Working at Total Automotive Engineering (Andy Mannarino) I did all the block work on a 390+ " 340 for a guy. it was in a 63-64 Barracuda, a 14X32' tube chassis car. With (I recall) some brand of aluminum heads and a roller cam w/ a single carb (1050 Dominator)& that thing made 730 HP on the dyno! The owner of the car (a real good guy) went back to his favorite combo w/ Hillborn FI and it still made 700 hp. (Incidently years back I had owned the rolling chassis of the famed Silver Bullet 67 Plymouth Belvedere of the Detroit Street Racing scene of the 60-70's) Sadly I traded it away but years later I couldn't help but think what a small block engine like that would've done in that car seeing as Jimmy Addison had told me and a few buddies that the 496" Hemi w/ tunnel ram in that car made 735 HP. Think a lighter LA engine making almost identical power yet lighter!) I want my old 69 Valiant back! I still know where it is even today, I had converted it to 8 3/4, Super Stock springs, & disc brakes all from a 73 Dart Sport I had. If I wasn't so old and decrepit now (and broke) I'd love to build an LA engine with a 904 for a bracket car!
Very neat video Tony! I have been a diehard small block mopar guy my whole life. Started with a 340 in my 76 Dodge Aspen. Did a 434ci out of a 318 block, then a 468ci out of an R3 block and even still ran a W2 head on it. Still have the car, and currently we are building a 369ci gen3 hemi with a billet 88mm turbo on it. My very first engine, that 340, we are currently freshening up for my 67 Barracuda which I am excited to get back together! This will be the first small block mopar I've done with a hydraulic roller I had built by Comp. The small block mopar was always a bit surprising the power they could make.
My dads buddy had a 70 duster 340 4 speed he destroked the 340 and got a 303 that made well north of 475 hp and would trailer big blocks...
Love the shirt uncle tony !!! 😂😂😂
Uncle Tony sales them on his website. uncletonysgarage.com/product/john-dodge-quote-t-shirt/
Even as a Ford guy, in the context of the time that was written, I agree it was right on point. The model T was a tractor crossed with a buckboard wagon and old Henry wouldn’t let it go despite advances in technology by his competitors. He tried to hang onto the idea that no one would ever need more car than a T even as the entire automotive world passed him by. Eventually his son Edsel and dwindling sales won him over and they started building real cars.
Eq
I can’t tell you how excited I was to see that with the SB head. I have always been told that the 318 LA head is a dog, but in reality it just needs a little porting, good headers and a decent intake... and a nice cam. This was very enlightening and really cool the way the fire shot straight out. I had absolutely no clue. Thanks, man! Keep em coming!
Thanks Prof Tony. I learned a lot! The fastest car at my high-school was an awesome Duster 340 and now I finally know why. I have always loved the 318s I've had. Legendary mill like the Chevy small-block.
In 1977 I bought a new Dodge D100 2wd short bed, 318, New process 4spd 3:21 gearing. After the waurntee was up I dumped all the smog equipment and installed a re-ground version of the "Purple" shaft with Crager headers, 1970 340 cast iron high rise and the 4300 Autolite 4BBL. The end result was 7,000 red line and through the traps at 13.9 @ 109 mph in 3rd gear (¼ mi). Sacramento Raceway
Would love to see a 273 build/analysis. Show us the way on the path less traveled!!
I have never known anyone that owns a 273. But my understanding is that they love to rev as much as a Chevy 283/327. Like crazy 7000+ RPM range!
Thanks UT. A man of your word. I really DID learn something.
I am 62 and I learned something today about 340 heads. Thanks UT.
I have a 1968 Barracuda fastback with a 1970 casting 340 with J heads. It easily flows a Holly 750 double pumper with stock exhaust manifolds, and has a 150 shot of nitrous to boot. The stock exhaust manifolds actually help keep the mixture from leaning out too much when nitrous is used. The engine is actually a mild mannered street engine that goes insane when the gas is floored, with or without spray. On motor it's just as fast 0-70 as my 2020 scat pack Challenger, but that's mainly because the 727 in the Barracuda gives it the jump off the line with a 3000 stall converter. It also helps that the Barracuda weighs almost an entire Mazda Miata less than my new Challenger, all while having a full interior and a body that has not been cut anywhere.
I never owned one, but I wrenched on a 70 Polara 440. It was a simple job, cam chain/water pump - in October rain. Canada. I think it was 79 - up here most just rusts into place. It only falls off, when it rusts thru. It was dark when I finished. Now - you know I had to test my work. Took it down the hill from the customers house. Bottom was almost 400 ft, so a good hill. She had more than 1/2 tank, so I knew the 4Bls would work. At the green light - at the bottom of the hill, I planted the fuel. It had a locked diff and smoke rolling off both rears. I will not say how fast it went, but I calmed it down and parked in his driveway. He -Cust - met me at the door and says - "It works good dont it". I laughed - got paid and said "Sure does". Thank you UTG. There are not many, that keep asking why?
Speaking of the SBM, if you feel like trying some quirky shit, what about building a magnum V10? I love weird shit, and I feel like these truck V10s are underappreciated. The truck V10 is essentially a small block mopar with two extra cylinders. You've got cool V10 sounds, big displacement, and with the mopar you get to take advantage of all the valvetrain parts available for SBM! If you can get a cam ground, and make the motor RPM you could make some real power on the cheap!
I'm not sure but I dont think there is after market parts to build these engines
@@jeremyhanna3852 why would that stop someone?
With the v10 sharing SBM architecture with the rest of the A/LA series and with the current gen hemi being a development of that same family I wonder how possible a hemi V10 would be? There are a few people out there that love to do that kind of thing.
I think one downside for Tony would be engine management since they did away with the distributor on the V10
V10 sound??? Sounds like a can full of quarters in a dryer.....dont get butthurt....😁😘😮
As a teenager coming of age in the 60s I remember reading articles about someone showing up with a 340 and nobody wanted to line up against them. I also remember Stock 340 Swinger running 13.8-13.9 on street tires.
Amc had a great exhaust port on the 70 and later heads.
Yup, flows 50% more that the Chevy heads with comparable valve size, and yes, more than SB Mopar also.
@Decaying Grandeur Strong, tough but they were heavy.
OMG.. AMC's are freaks! When he started talking about "accidentally developing a race head" AMC popped out of the ole grey matter.
Completely agree, they aren't much to look at spec wise, but those engines just F'n roar.
Back in the day I was working on a customers Javelin, I was doing transmission and clutch work on it. It was a kinda obnoxious car, bright yellow, Street ET tires, slapper bars, HUGE hood scoop. But under the hood as far as I could see was rather typical AMC engine, headers, the old school twisted torker single plane manifold, and Edelbrock carb on a 4" spacer. When done I took it out for a test drive and after breaking in the clutch a bit I did a hit off a light to make sure all was good. The damn thing did a F'n wheelie, freaked me the F out. I'm accustomed to power I just wasn't expecting it.
Found out afterward that it was IIRC 400+ CI, had very high compression IIRC 14:1 and was running 100+ fuel. But still damn, from a basic AMC.
@@snek9353 lol, so when I was 19 in the mid 90's, I bought a 1979 Cherokee 2 door quadratic off a guy I "kinda" knew. He had rebuilt the AMC 360 engine. Took it to show my Dad what I bought for $1,800. We were on a road with a slight slope going up, my Dad jumped in and said, well son let's see what this thing can do. He put it in second gear, eased it forward and at about 3-5 mph...he punched it to the floor. Next thing I see is all Sky. It maybe lifted the tires about 3 inches from the ground? At the same time it left two solid black marks about 7 car lengths before the front dropped back down. Then the front tires hooked and it blasted off.
My Dad was always an AMC fan, he'd say, "no one built monster's like AMC did, they all just wished the did" But he didn't like the looks of anything AMC had, said they were ugly.
I enjoy your wisdom and how you explain things. I wish I could work in your shop and for my love of turning wrenches, learn and have fun doing and learning more. Thanks for all you videos and I think it is great that you share your love of cars.
Pulled the 5 quart a week oil burning 3.9 out of my 98 standard cab 5 speed dakota sport when a friend sold me a mild cammed dakota 5.9 RT motor for a hundred bucks . RT Dakota's weren't available with a five speed . I just made one . I now have a race truck that I can't keep tires on ! No wonder they didn't offer that option ! 🤪
hey what was the flywheel part number for that swap?
@@BeatersRus 5.9 full size ram was available with a 5 speed . This is the flywheel and clutch kit I used from rock auto . The ECM and engine wiring harness from a dakota 5.3 318 5 speed I got at a junkyard for less than 50 bucks . No need to flash the ECM . 5.3 and 5.9 ECM's are the same . No check engine lights . Easiest way to go .The original crankshaft sensor and starter for the v6 works with the v8 . Everything bolts up . Plug and play , Hook and book ! 🤪 Almost forgot , the v8 throttle body has a different style accelerator cable end . Full size ram accelerator cable from the junkyard saved the day .
@@sparkythedetroitdoggo8281 k i was just wondering if you had used a performance piece instead of stock and ty.
Thank You uncle Tony ,in high school I drove my dad's 1979 Dodge Magnum, that had 369 with the 2 barrel carb and 904 torqueflite , the lean burn was removed when my dad drove her , I had a custom illegal dual exhaust installed, that car would just incinerate the rear tire.
Hell yeah I love big blocks and hemi's. I have a '65 383 and a little 354 fire power hemi. I like my little LA engines cause they deliver and aren't a bank breaker build. 500hp from a 360 on pump gas and no juices, blowers or anything is kinda cool.
I would love how you built your budget 500hp 360! I have a smog 360la in my '81w250, and really want up the hp, & torque for towing, & hwy, not to mention fun. Tryingbto get even 350hp adds up fast.
@@harvestblades Well It is only bored .020. I use a mopar performance cam and lifters, degree'd cam shaft with off set cam key. Factory cast iron spread bore intake, got rid of stock heads and use factory non emission heads with springs for cam, again mopar. No smog stuff, true dual exhaust, and not over carb'd. Oh yeah pistons are Federal Mogul Sealed Power flat tops w/twin valve reliefs. And I use factory exhaust, no holes manifolds.
Best thing about mopar LA’s is being surrounded by them on the farm as a kid and having a neighbor who was retired engine shop management, Chrysler Windsor/ Detroit assembly.
I'm glad you make these videos! I cant remember even a 1/4 of what you know at least I can go back to these
I've been looking at dynometer numbers of engines with stock to mild camshafts. It seems to be a trend with the 360 Chrysler in that they have a very flat torque curve and obtain near peak numbers earlier and hold them higher than other engines of similar size and camshaft timing, compression ratio, etc. I wonder if the superior exhaust port design has anything to do with that.
Rod ratio on the 360 is excellent. Piston weight is much less than the 318/340 due to longer stroke.
Best bang for buck ever the 360 IMO. Almost impossible to over cam. Stock oiling, rods and crank all good to 7500 rpm, just need appropriate pistons, valve springs, rockers and proper machining and assembly.
Best streeter I had back in the day (early 90s) used a weind tunnel ram two 600 holleys, big solid flat tappet cam. Awesome small block. Saw 7k plus rpm daily for years. Would not die. Wish I still had it now.
@@paulmathieson8081 I have to agree with you regarding camming a 360. I had a friend who built engines for a living build a 360 for me. I gave him free rein to do what he wanted but I stipulated that it needed to be streetable but I wanted decent power. He went with a Wolverine Blue Racer cam. When I told my Chevy buddies what the specs on my cam were they looked at me like I had no idea what I was talking about. The cam he put in didn't have a lot of lift, 0.46 lift which allowed me to retain the stock valve train to save some money and ensure long term durability. But he went with a lot of duration to take advantage of the long rods. A lot more time to move the charge in and the exhaust out. I don't remember the exact numbers, the exhaust and intake were slightly different by a couple of degrees but the average was 310*. It sounds pretty goofy but it worked real well. The engine was balanced, mild porting, Performer intake, KB 10.1 to 1 compression and a 650 Edelbrock carb. I didn't do any tuning on the carb as I was a Holley guy and knew squat about the Edelbrocks. I wish there was the UT tutorial on those carbs back in the day. I know I left a lot on the table without the carb tuning but it ran really well and pulled quite hard. I had this engine in a '72 Duster.
Add to that the .906" lifter diameter allows for some pretty bold cam lobe profiles to be used. That's a nice plus to running a Mopar or AMC.
I'm just getting into classic cars and your videos are incredible Tony, thanks so much for sharing your knowledge.
I just picked up a 77 Plymouth Trailduster with the small block 360 and I'm constantly blown away with the power it makes. So much rust to fix though =[
HA ! I have a rusty 360 76 Trailduster 2 wheel drive with the rare Minnesota Truck Parts Pacesetter halfcab. I hated the 76 grille, and switched to a perfect , still in the box 77 / 78 Plymouth grille.
Not gonna lie uncle tony, I’ve been watching all your smallblock mopar videos since I picked up an 86 5th ave as a new daily last week and you’re making it very hard for me not to hot rod it.
Back in the early to mid-seventies, my street racing days, the Chevys were always cheaper to build. You could get much more hp with the same $. I was always frustrated by that, but I never defected
But in the long run the chebby cost you more. It's never had anything that was as reliable or heavily built to take the abuse like a Mopar. And where all the racers build their chebby junk 3 or 4 times a season I have run mine as long as two full seasons without a refresh, cause it did not need it. I saved in the long run and made much more power than they ever did.
@@dwc4343 I figured the much greater numbers of GM vehicles gave their aftermarket hi-po parts the price advantage. As we used to say, 'they go, and then they blow'
That was so informative. My dad tried to explain it to me yrs ago but today the light came on Thanks uncle mopar Tony!
Hi Tony, thanks for your great videos brother! I'm planning a 318-390 magnum stroker for my D200, wondering if you've ever tinkered with a magnum and what are your thoughts on them
Yes Tony please chime in to us magnum owners! Maybe make a video dedicated to the magnum engines!
Yes! Please do a magnum build
My first 340 was in a 1971 Super Bee, then I got a 1968 Barracuda S survivor, engine never been apart... raced an early 60s Corvette roadster (327) one night and surprised myself that I wasted him with my bone stock 340/727/3:55 sure grip Formula S coupe. Still have B5 blue Barracuda, but sold the Super Bee. My first car was a Formula S 273 Commando car, so going from the little 273 to the 340 is an eye opener.....
Thats great!.. i knew when you said that 318 in bottle rocket was the first one you built, you'd absolutely love them. Like I said, I got a buddy that is a firm believer in them. He says 318s are the absolute most bang per buck. The 273 were good too.. just ran out of ci.. the 360 was a good engine as well. But his firm belief was the 318. Very cool ut.. cant wait to watch the build on a 273. Thanks for the vids and input
Maybe Mopar should have built the ball stud hemi as a small block? They might have kept using them instead of the 4.7 and been more reliable than the OHC motors
Indeed... i see we have close opinions Timothy keith
Wait.. which overhead cam design we talking about?. The one back then that didn't make it? Or the new engines do you mean?
(For the record) I do NOT look down on a BBM anyday.. I've had some that ran 10+ demolition derbies and still ran pissed.. very well built engines. And plans for my project may or may not have one in it... best part about them? They are very durable designs.. they've been known to take an ass licking and keep on ticking... imo
@@Z_732 The 3.7/4.7 90-degree V engines. Push rods are best for motors that mostly operate under 3,000 RPM.
Thanks for throwing up these videos. The step by step walk through really helps a person understand the what and the why of things. Much appreciated Uncle Tony!
I was stuck in the past too at one time. At some point, you upgrade and move on. The mid-90's to mid-2000's is the sweet spot for most vehicles. Dependable fuel injection and the computer systems hadn't gotten out of control yet.
That’s not what I saw at the last NHRA stock eliminator event.
This man knows more about EFI that you ever will lol.
I don't know the reason for saying "stuck in the past"...he's working on a Gen 3 hemi, Uncle Tony builds what he likes and couldn't car less about anyones opinion. I build old small/big blocks as well as LS and Gen 3's and love all of them.
The problem is that the computers of that generation are wearing out and there are no easy replacements available. You can't just buy a new production Ford EEC-4 computer (for example), you gotta replace the whole damn fuel injection system.
_"At some point, you upgrade and move on. "_
Not me. 1960-1970s cars and carbureted, non-computer controlled engines forever (as far as hi-performance cars go). Also, the engines from that era actually LOOK like engines unlike the powerplants stuffed into the cramped engine compartments of modern cars. Plus those cars are EASY and SIMPLE to work on and troubleshoot.
Kudos Uncle Tony
Just starting my 1st build. A rusted out 73 charger se 318.
Thank you for the inspiration.
Ps... 30 yr combat vet. This is the 1st time I've been stationary since High school. Dreams do happen. Create them. Again ... thank you for the knowledge. Most wont spill ...
jim,hit me up if you need parts or advice maybe i can help
< former 82cnd.
@@BeatersRus thx Rob. Fuel system complete. Purchasing brakes today. Where do you live ? I'm currently in N Idaho.
@@jimzimprich6969 new york state,the land of taxation and rust-ation ;)
glad to hear you are getting somewheres on your car.
have you joined the FBBO forum yet?
forbbodiesonly
101st ... but, I'm no blue chord. Unapologetically.
No ive not. I'll look into THIS FBBO. Although I've zero social media accounts.
Just got my LA 318 block and heads back from the engine shop. Should be 10:1 with a decent cam and a little bowl work with the 302 casting heads
Smooth the roof on the exhaust side.
@@happyhermit6899 ill have to go look, is there a little ridge inside of the exhaust port?
Damn right Uncle Tony. The 340 was a dust buster and many times all you would see is its tail lights. I had a Cuda 340 left my Chevy El Camino 396 L78 at the line. He took my smile and twenty dollars with a " do you want to try again? ".
I got dad's Satellite 440 within a month and ran him again and barely beat him. Got my twenty back but could not believe he was right at my rear quarter panel at the finish. Damn. That 340 was a full power house. He had headers, Elderbrock, Holley, cam and duel point. And it look great in black with silver cuda' striping .
I wish you were into the amc 360 390 n 401,i can kinda use this for my amc 360,thanx this is awesome
Hey Tony back in 93 I got a 65 barracuda with a junkyard 318 in it I’ve built a set of 360 heads Port matched and lightly Ported milled the heads 40 thousands to keep the compression ratio up 340 cam 340 manifold on the left magnum manifold on the right Wyand high-rise dual plane with a thermal quote on it with a four-speed behind it iWorks for the past 28 years love the set up
Awesome! I've been wanting to see more stuff about the 273, especially since you've mentioned good things about the one you're running in one of your cars
Glad I found your channel. Myself had a 65 Ply 273. Original Racing stripes, Hurst shifter auto on floor. The little engine was fast. Almost fast as my 67 coronet 440 which had a bored out 318. Love those old engines. Which I still had them.
I "Rifle" my heads using a coarse stone in a swirl pattern. I've seen amazing results on both the flow bench and the track. I'm perfecting the technique however it's very adaptable to ANY make/model or size engine.
Interesting, tell me more. You put a swirl pattern in the surface or actually cut grooves?
TDA - I had a ol timer show me that many years ago on some vw heads and it works!! After I got into v8’s, I was wondering why nobody was doing it to them!
thanks that info is something that I have missed all these years. back in 1965 I got a 65 barracuda with a 273 hi performance engine and my 383 friends were shocked that I could keep up with them. I loved chewing up the 292 mustangs.
Looking forward to getting started on my 318 LA!
Dont even own a mopar anymore, but love watching these videos.
Ford Cleveland 4v head. 700 plus hp capable factory casting and the exhaust port does a 90 degree bend.
and absolutely jack shit for tq.
After porting chevy small block heads for years , the first set of small block magnum heads from a 5.9 I seen the exhaust flow 200 cam at .500 with minimal work . The intake was not as easy but the exhaust flows better than the last 4 pairs of the vortec head I have done . Close to full race heads when ported right. Good job sir
Nice video but no mention of Ford's small-block ticket puncher, the Cleveland.
Yup, by far the best small block heads for many years.
The boss or Cleveland is the best small block hands down ,and I'm a Chevy guy power is in the heads
4v heads were too big for the street.
@@frigglebiscuit7484 As most were delivered from the factory, I'd agree.
I am a Ford guy. But I enjoy reviewing the different positive elements all brands may have had to there motors. I agree a 340 does have alot of instant throttle response. Those exhaust ports were most likely the reason. I was impressed riding in a 68 dart GTS 340 automatic car one time. My buddy laid into the throttle from a dead stop. And the motor responded instantly. Bob Glidden the Ford racer had a long one season winning streak driving a Mopar small block. Glidden even helped to put a final perfection touch on the direct connection 340 small block head that was already well designed by a factory assembly line accident. Thomas Edison discovered alot of things by accident as well. Great video. Thanks
This video explains why the mod’s I made worked so well. Back in the 70’s I had a B300 maxie van with a 360 that I ran headers on but I used a 2.5 in exhaust system, had 2.25 outlet collector cones welded into the 2.5 “ tube ( basically creating a extraction chamber in front of the crossover tube to increase exit speed of the exhaust pulse) system worked so well that when I had a exhaust leak at the header flange that you could not hear the leak, but I burnt a hole in the tube. But did increase both performance and fuel economy.
When I was a kid, I took the Mopar small block heads for granted because they were all I had worked with. Then I worked with a friend who raced a Ford. Big difference! Fords have to make a U-turn out of the port to clear the shock towers. Angle milling, port plates, radically raised ports... it’s amazing what it took for those heads to have on the exhaust side what the Mopars came with.
ive had 440,413 and 361 big blocks. but my favorite is the big bore la 360. i just loved that damn thing.
That intro pic is how I clean the intake ports on vw tdis and the newer shitty direct injection engines they make now.
Those things should come with a catch can from factory.
@@crowvelle they should come with extra inyectors to clean them now and then.
@@mattgarkus2489 Hyundai just started making the Venue small SUV with both direct and port injection, and the 2.5 turbo engine for the new Kia K5 also has both direct and port injection. I have a 2.5 liter Mazda engine, just direct injection, but the stock catch design is quite good. People are going 150 thousand miles plus without cleaning the intake valves. It helps to use full synthetic 0w-20 oil changed every 5 thousand miles, a good 87 octane fuel such as Shell or BP, and see the Project Farm videos that test Berryman B-12 Chemtool in the gas tank- the only one that made the inside of the spark plugs look cleaner.
Back around 73 to 75 I was running a 68 Satellite and a 74 Charger. Both had 318's with a 2 bbl and single exhaust. Since I was in the service, I didn't have a lot of money so what modifications had to be inexpensive. The biggest problem I found was that they couldn't breathe. A Holley 500cfm 2 bbl and dual exhaust made it a game changer.
Ah, excellent news. I'm about at the point where I want to ditch my 360 for a variety of reasons and go back and rebuilt my 273. Eagerly await your 273 performance build!
Me too, but if I do another car I want to do a Slant.
I was a little confused by Tony's final comments, but I think the point is to build cubic inches to head flow (based on desired operating range). It makes sense - if your head won't support cubic inches / rpm then you're carrying reciprocating mass that you don't need. For most scenarios its a non-issue because the extra cubic inches at low rpm are beneficial in normal driving and the top end rpm effect is rarely experienced / a concern. But if you have a head limitation (which should always be the limitation) and you build cubic inches to your desired RPM range then that should be optimized throughout the power band.
I think I have that right.
My personal first experience was in my buddy's big block 396 67' Chevelle and we ran up against a 340 Barracuda. I was amazed that we could not walk that car red light to red light all the way up Main St. This was in Reynoldsburg Ohio during the Mopar Nationals somewhere around 1990. Great times
I raced a 68 396 chevelle one time. It sounded wicked with open headers. Beat him by two cars. He came to the pits wanting to see my big block under the hood. He looked a bit bewildered when he saw my pump gas 360 under the hood.
I met a guy 30 years ago when I was in the Air Force in Maryland...he had a clapped out 68,69 Barracuda with a souped 340 in it. He said his favorite victims were 396 powered Chevs...years later I ended up with a 68 Barracuda 340 Formula S coupe
One thing no one can take away from Uncle Tony, the man knows his stuff. I never really question anything, I just take notes.
I thought general consensus was the 340 was the best displacement configuration for the small block mopars from a performance standpoint. A 273 might make the same power at 7500 that a 340 does at 6k but going to take a lot better than stock parts to hold one together at 7.5k
360 is even better.
@@paulmathieson8081 The 360 moves the power even lower in the RPM band, great for a street motor but not as racey, also in my experience they never have the fuel economy of equivelant 340 or 318 motors. I do like the 360 for boost though with the bigger mains. :-)
A stock 273 can spin to 7 no problem, 7.5 is probably pushing it.
Love the small blocks of that period. Reliable screamers...I love my 67 330 4bbl olds. The olds w-31 350 is one of the coolest cars to ever come out, too bad they never did a "w" option with the 330; they were more robust and full of forged goodies. Tony said it right a while ago, olds had it's best ram air setup when the scoops ran through the bumper
@Tony: What are your thoughts about aftermarket aluminum heads for the LA engine?
I'm building an all-cast iron 340 but I hope to step up to aluminum heads in a couple years. The weight savings alone are going to make it all worthwhile.
for decent heads,is 3k worth it. nope.. only thing id put alloy heads on,intake,& w/pump,would be a 460. then,it weighs the same as a 351,with 3 times the grunt....460 build,,flat tops, 510 lift cam,intake.job done..
It's called the 1966 Dodge "D"Dart 275hp 273ci Trans Am class motor or the USAC 318cid Fuel injected motor. Go with the (302 castings) closed chamber and port them to 340 ci gaskets and unshroud the valves (188 - 160) or the pre Magnum 360ci (308 castings) that have the raised exhaust ports but still have the shaft rockers !!
Will you ever cover the magnum generation engines?
i was wondering the exact same thing
@@BeatersRus Tony! WE want to see you cover magnum generation small-blocks, Please!
seriously. i think they are ls beater sleepers.
Everyone that agrees with me post "Yes".
Yes
I'm a mopar guy and I'll tell you that the exhaust side of the mopar heads are it's achilles heal.... great valve to piston angle tho....large lifter diameter and long rod ...... built with decent flowing heads can be screamers! Now the 452 and 906 bbm heads actually flow fairly well for what they are
For a second I was gonna comment where are the spark plug holes than I remembered it's a hemi. Silly me... great vid tony me personally I enjoy the longer vids because you pack them full of info and trivia
Love a 340 6-Pack. Man does that engine hit hard when the 6-Pack kicks in. Love small blocks all day long.
Reminds me of the time why I wondered why Honda K series 4cyl were making 250hp NA.
Found a cross cut of the head. Intake points directly at the valve, going into a hemi combustion chamber featuring 4 valves.
I've been meaning to check on the feasibility of putting one of those in my Volvo. :)
They also have variable valve timing.
cylinder head flow is a very important thing. Why do you think the 5.0L coyote is such a good engine? also import stuff like 4 cylinder honda engines that the kids are turbocharging and going fast with. We may not have as many cubic inches but having incredibly efficient high performance cylinder heads makes up for a lot of that. Most exotic sports cars come with engines that have at least 4 valves per cylinder for a reason. Air doesn't like to turn either so the straighter and easier it can get in and out of the chamber the better. Taller or raised ports are pretty much always better for both intake and exhaust.
Always get some some great knowledge from Uncle Tony!
In refrigeration piping we use long radius 90° elbows. Each elbow is the equivalent restriction of 6 feet of linear pipe of equal diameter.
Time and space cease to exist when I’m in UTG.
I appreciate his knowledge and passion for mopar stuff. Great job
Hope your well Miss Kathy.. and yeah Mopar and Hell yes Mopars everyday
Chevy all day
@@MrLadysman333 Hahaha.. Chevrolet.. ahhh just sound Forgien to me.. Louis Chevrolet Qui?
@@AtZero138 He was a cool dude....
@@will7its Racer.. that's always gonna be cool..
Well said Mr. Danforth 374 . . but lets not forget the most important 18deg. valve angle that puts them on center with the cyl. bore . . .hellooooo
.906 dia lifters
Ideal rod ratio
Great oiling system
Define ideal rod ratio? And exactly how much difference it makes. I'll give you 2 huge reasons LA engines suck 1st the pushrods are at weird angles cause the lifter bored were set for early hemi heads then weren't changed. This causes a ton of deflection in the valve train. 2nd the sides of the block are weak there are issues with motor mounts tearing off the sides of the block if you use solid motor mounts. The block itself is weak the trans am and nascar teams of the 70's had huge issued with blocks outright splitting. You only have to look at the changes made to the R series of blocks to see this
@silverbird58 swing and a miss, care to try again.
@silverbird58 I'll give you a bit of a clue, there is no ideal rod ratio for a street motor. Even then the ideal ratio makes a miniscule difference. Warren Johnson said "the correct rod length is whatever connects the piston to the crank"
@@TL-angzarr you are so fucking full of shit lol.
@@frigglebiscuit7484 point me to any claim I have made that is factually incorrect.
Thanks for teaching me something I didn't know but that makes perfect sense, especially after the demonstration with the torch. Most engine conversations I've had with folks, we usually talk about whats going into the engine (fuel/air mixture, carbs, intake manifolds, etc.), but rarely think about the output to that depth. That is very interesting that the small-block heads 'accidentally' were designed with the best flow. Learn something new every day around here. Thanks, Uncle Tony!
I also have alot of ideas, some of them involve squirrels hahahahaha
I personally blame them.
When I was racing the Mopar 340's where nick named Mini-Hemi's because they wrecked havoc on just about any big block engines being used to race with, then enter Edward Hamburger with his ideas for small block engines and WOW he really woke up those small blocks!!!
Nice shirt tony 👍
My first builds were the LA318. I was amazed, and so were my chevy/Ford friends, with how much power they made with cheap simple upgrades and tweaks.
In 1995, I ordered a Dodge Ram with the Magnum 5.2L, NV3500 5sp and 9.25 3.55 posi. Out of the box it was a pretty good combo but, it wasn't enough. Being under warranty, I started with Mopar Performance parts such as a performance ECM. After learning the fuel pump was good to about 500hp, I installed bigger injectors from a Saleen Mustang. They were plug and play!
Then I learned the first year '94 models had 2.25 exhaust outlets verses the' 95 1.875 outlets. So, I swapped them out. FYI: the Magnum manifolds flow as well as the gold standard 340's do! Then shortened the exhaust to just past the cab running into a duel Flowmaster big block muffler configuration with down spouts.
Next came swapping the rockers to 1.7/1 ratio from the stock 1.6/1. Along with a Nascar developed throttle body airflow director. Which smoothed out the incoming air into the throttle body. Next I custom built a ram air system using a 16x4 air filter box with 4in duel inlets. I fed it from 4 inlet lines comprised of (2) 4in hoses running from air scoops between the radiator and headlight assemblies fashioned out of home roof snorkel pipe gasket assemblies. Using the OEM rubber air dams as templates for mounting.
In addition, I ran (2) 3in inlets from the below the bumper air dam where I mounted 3x9in scoops where fog lamps would normally mount. I used a standard plumbing PVC combination 4+3 to 4 Y adapter to plumb them to the 16x4 air box. Lastly, I installed a March Performance reduced ratio pully set.
At this point, the engine was producing so much power it began to overheat under load. Even with the oversized OEM towing package radiator I ordered it from the factory with. My solution was simple and cheap. I found another NASCAR developed product called a "water wetter". Basically, it prevents steam production in the cooling system between the coolant and engine coolant runners which greatly hinder heat transfer.
The final result was a still warranted 1/4 mile IROC/GT killer! I can't tell you how many of them were astonished they got beat by a small block Dodge truck!
This truck, single cab short bed with about 200 lbs of Rhinoliner, would jerk you into the seat and bark 4th gear with 355/45-16 BFG Sport Truck tires.
To tune it, I used a dash mounted Gentech strain gauge type performance computer. Which calculates horsepower and 1/4 mile stats using acceleration rate and vehicle weight. To the best of my recollection, it ran in the 11+sec range at right around 100mph.
Not bad for a very lightly modified configuration!