If you had ANY idea how many people have asked me about performance 318 build tips over the years, you might understand that this is a popular series. Haha.
@ I used to have a 318 dodge pick up truck. It got 12 mpg no matter what. It was designed that way. I find it semi useful but not a base to build something special out of it. I rather go with 440 block.
Retired mechanic and gearhead here. I’m the industry since ‘79. Jamie’s explanation of quench, port velocity, and chamber design is the most comprehensive explanation I’ve ever heard. Excellent material, and I can say it. Because I lived it. More power to high IQ Washington Hippie Gearhead Musicians!
WHOA WHOA WHOA! We wanna see more of the burrito. What kind? From where? Homemade? Alright, I admit it, I may be alone in this. And I may be hungry. Either way, show us more burrito!!!
Im typically alone in the garage trying to deal with mechanical "suprises" on older cars. One of your most valuable services ( to me at least) is your ability to sort through surprises/ issues. Not so much that youve seen it all before, but youve seen enough to sort out a path forward.
I grew up in a world where everything on Pentastar wheels was motivated by the 318cid reliable as sunrise engine. The 273 was a mystery. So great video!
Really? When or maybe where I grew up 318's were viewed as a slant 6 with worse gas mileage. In other words strictly for dependable transportation. The 273 super commando was seeing as a legitimate small block. Not saying any of that was true or correct just people's perception. But with a 4 barrel and solid lifters I think helped influence why some saw the 273 as a performance engine. Well at least till the 340.
Great content. I have a set of ‘65 273 closed heads I just rebuilt . Agonized about hardened seats and ended up having my machinist put them in. Went through hell learning the hard way about the different intake bolt sizes and angles.
I’ve found more rpm by adjusting hydraulic lifters near the bottom off their travel in stead of the old “1/2 turn from zero” . Turns the lifter into a short travel if you will and limits the amount of aerated oil in the lifter that causes them to bleed down. Bleed down is more common than pump up in my experience. Especially with the janky hydraulics we have today. Love the 318’s!
Used 315 heads on my 68 318. Those were just before the 920 and came in both intake patterns. I got lucky mine we from 66. Used 1.88-1.60 360 replacement valves, ported them, and matched them to a stock 68 340 intake. Really, that's just gasket matching to a 318 gasket and taking a little of the top of the port. It's still smaller than a 340-360 gasket. KB167 pistons zero decked, 273 crank, forged vs the stock 68 cast crank. Also used the 273 rockers with a solid lifter cam from Schneider, a regrind because US made cores are hard to get. 9.7 compression now, which doesn't seem like much because 68 318s had 9.2 stock, except they didn't, it was a solid point lower stock. It's running very well now.
Damn near exactly what we’re doing, except for the valve change, and we’ve got a Performer. Same piston. Factory forged crank in this one, and factory bushed rods for full floaters. We’ve got hydraulic lifters though. And of course the ridiculously fancy rockers. Outstanding! Oh yeah, it was pretty recently I learned that ‘66 heads could be 315s with the later pattern. Apparently I’m getting a complete ‘66 273 soon, and that’s what it has.
Find a piece of marble. The bottom of an old trophy. Its much straighter then a block of wood and you can use spray adhesive to attach your sandpaper. Now you’ll have an almost perfectly flat surface to sand the head. You can also get an old piece of granite countertop to sand the combustion surface flat. Sometimes headstone makers have chunks of granite and marble laying around. They even cut them to any size you want.
Granite is what I’ve heard. Will get something like that sorted eventually. Either way, I’m glad to have these cleaned throughly. Dirt dobbers did some impressive work in the cooling passages… and everything is crusty
This is great information for people who are trying to stay on a budget and have time to do all this. Me? I would buy some aftermarket aluminium heads, slap them on and call it a day. Keep up the good work!
What an incredible interesting , informative and helpful information . Not too mention , great manufacturers history lesson . Thanks , Professor Jamie 👨🎓🙏
Hey im early. I put a choke cable on the fifth ave yesterday and in my infinite wisdom, i routed it in a way that pulling the cable caused the slightly loose distributor to rotate. I was driving ro work trying to figure out why it was running like garbage, twisted the distributor and it started running good, surprise surprise
Thanks for the explanation on the different combustion chambers on the various 318 heads. My entire 318 life has been lived with the 68 to early 70s-ish open chamber head, and they have always been pretty good, but I can see where the closed chamber would be better. But, the 340-360 was what I have usually leaned on for making large metal containers (aka, Mopars) go fast. BTW, this video was apparently done in the "more hair" era of recent videos. All good in any case!
JAMIE. I have 3 sets of 66 273 heads. All closed chambered. Took one set to shop and had them plug the intake blot holes and redrill them so i can install a modern 4 barrel intake on them. Finding a 66 4 barrel intake. Well, it would be easier to find a pink elephant 🐘🐘
I found a big chunk of casting sand firmly attached inside the end exhaust port on my 69 340. The car had been used, hard, for years, without coming lose, it took some work with a hammer and punch to knock it off.
@SchoolofHackers it was at a time when I was making many changes to the car, so I can’t say. The car was fast dead stock, a 69 Swinger, 3.23 automatic, 14.1s - 14..2s, always at 99mph. Always 99 point something, you’d think just once I’d crack 100, but never while stock. It sounds slow now to a lot of guys, but that put me ahead of a lot of big block street cars. These were the same cars we drove to work every day, put snow tires on them and drove all winter.
The 1.88 intake valve 360 J head with a little milling works great and has penty of low end torque. Even a single plane and 750 Holley made enough power to boil tires and run 14’s in a heavy E-body with 3.23’s. Great little street engine!
Squish and swirl! Things that some "car guys" don't understand. I totally agree on the valve seat thing... Too many re - played myths. Tetraethyl lead was added to gasoline beginning in 1924 as a cheap octane booster. The valve seat protection is actually debatable, and Chrysler flathead sixes had hard exhaust seat inserts from the 1920s until the end of production. Even though the 1950's represented real strides in engine performance, it was also a time of cost cutting, and newer engine designs lacked the hard valve seat inserts that were surprisingly common on 1940's and older engines. Remember also that into the 1950's, "regular" gas was unleaded..... You payed extra for "Ethyl" Old engines like unleaded just fine. Now, todays Corn fed gas..... Not so much !!
Built the same engine many many years ago. Back then you could still buy mild performance solid lifter cams....and that is what I did....kept the 273 rockers and put a solid lifter vam in the 318. Ran great for years and years. If fact it is what got me hooked on solid lifters and adjustable rockers. After that had a 340 with trans am heads and solid lifter , and 440 with solid lifter flat tappet. Both very strong steet engines back in the day.
Awesome! I’m a strong believer in the adjustable arms in any case, and would definitely prefer solids. But yeah, bit harder to come up with these days.
You can still get mild performance solid lifter cams for the 318. I just built mine with a .425/.425 solid from Isky Cams. Ed Iskendarian is 104 and still going strong here in SoCal, one of the first hotrod custom cam manufacturers.
I just got a set of used solid 273 rocker assemblies from AMS Obsolete (about $140 I think but honestly what I spend doesn’t stick in my memory too well) I got an Isky solid cam for my 318 at .425 lift. Works great!
hoar roars lol All about the clarity my friend. Can't be misleading the viewership. Glad you mentioned the 302 castings. I've always read the praises of them in the Mopar mags. I learned something.
I'm a fan of the battery jacket. Mostly they are great when youre just standing around in the cold. If you're working, you don't really need it. But when you have to wait for a ride or a dog to pee, they are pretty nice.
We had an old 68 fury in the 90s that the former owned swapped in newer truck 318. It ran great but had an exhaust leak. When we went to figure out where the leak was i discovered it had the old 68 318 exhaust manifolds on it and the exhaust ports were longer on the newer heads so there was a gap where they all leaked from! lol Surprisingly it wasnt that loud either unless you mashed it!
The Edelbrock D64 manifold is a dual quad intake specificly for the early 273 LA with the smaller bolts & different bolt angle. I have one. I have a core 318 LA under the bench in desperate need of a major major re-manufacture, but I don't have the early 273 heads, so it will remain a bench bitch 'objec d'art' Offenhauser offered a Dual Port 360 intake where the ports were divided from base of carb to cylinder head. The primaries fed the smaller, lower portion of the port. They were warmed by the heat from the valley & were supposed to be great for stop/go traffic in cold areas. The gas velocity in these small ports was kept high, so fuel did not drop out of suspension at low speeds in really cold areas. When the secondaries kicked in, the larger, upper portion of the port added this flow to allow "good" performance when needed. Restricted to about 5,500 RPM it is not for everybody, but in the right application, it should offer good rewards. I have one on my 'built' 273. It's holding the carb up quite well. I built this engine in the 1979 to '81 period & it sits, complete & ready to run, never having been started, in my '32 Dodge sedan project for more than 40 years. My 325 Hemi in my '33 Dodge 3 window takes precedence.
The 273 never got the praise they kinda deserved. Every bit as good as a 289 or 283. When I had my 66 formula s I always wanted to do the hop up, d dart 273 for it, but never did.
I´ve seen these rockers used with homebrew SEE THRU valve covers. Guy took a grinding disc to some old ones that were dinged up anyways and cut nice openings. For stability he left a little 1" connection in the middle, took some silicone stuff and glued some plexiglass above- done. Seethru valve covers. Good stuff. Sleep over it, why install such fancy never to be seen again? You for shure have a valve cover heap, a place where they just hang out and collect. Give them a visit and cut some up You was to throw aways anyway. I´d for shure make me a pair and watch the thing idle… I like to stare into laundromats, too… Merry Christmas!
Something else to try is to grind some off the quench pad where the valves open. You may gain some combustion chamber cc (negligible) but make it easier for the intake to flow into the chamber. Round off the sparp edge is all. Also helps with quench flow into the chamber. Very little needs to be removed, just some extra time.
Ran across about the same thing back in the early 80's, tore down the 383 engine on my buddies 68 road runner and it had a 906 head on one side and a 915 closed chamber head on the other side, strangely it had 4 broken piston skirts on the side with the 915, we always figured it had something to do with the mismatched heads.🤔👍
This is the first time I have seen an explanation of a rebuild with reference to original product differences and similarities, casting quality and what's absolutely necessary and what's desirable! In your opinion what's the difference in absolute power and torque output and economy between the porting job you do and the top job of a dedicated pro - not saying you're not of course, but I'm sure you know what I'm going on about!!!
Some gems from Freiburger..."ALL the power is in the short turn". "Stroke has NOTHING to do with redline"...and I'll never forget the advise to "disassemble the entire engine and beat the lifters out" in the event the cam has mushroomed the lifters...instead of, you know, removing the camshaft.
Great little series on making a great little engine - more of a grown-up engine, I guess. WAIT, hold the phone here - *Jamie's mane has returned already??* *It's a CHRISTMAS MIRACLE! Praise be to BOSLEY and ROGAINE!!* I keed, I keed.... Merry Christmas everyone. Be safe and God bless. - Ed on the Ridge
'64 Valiant Post All scrap parts 318 318 Roller Short Block 0.420 OEM 360 Cam 302 Heads (Minor Work) OEM Alum Intake (Minor Work) Carter BBD (Tuned) Runs well for what it is. Quicker than '72 Rallye 340.
3:22 hey this is "old"Jamie. 4:12 I don't know that core plug looks new? 15:39 exhaust valve recession "was" a thing back in the day because the fuel refineries had not come up with a suitable replacement to lubricate the valves against the seats. For a awhile it MTFE, then it was found that was hazardous to and switched to something in the same chemistry tree that was safe and works as well as lead. That time where there was no lubricant was about ten years. Every time a machine shop saw a set of pre 80's heads they would wring their hands at the money they were gonna make.
Interesting factoids I honestly never knew, like the early intake mismatch mention. Soooo are we looking at a future burrito review???? Man they’re delicious
At the beginning of the 1967 model year, the 1967 Barracuda got a 383 engine, to compete with the then new 390 Mustang and a high performance engine was developed for the 1967 Dart, to compete with the 327 Chevy II. That high performance engine had the same stroke as the 273 and 318, with a 4.00" bore. Its performance was barely better than the 273 and it was well under the Chevy 327 in power, with 273 / 318 size valves. Due to the lack of desired performance, it was decided to not release the 1967 high performance Dart engine. its cylinder block designed for a maximum 0.040" oversize service bore, so back at the drawing board, the 1968 340 was developed with a 4.04" bore. The 340 valve size were made the same as the Chevy 350hp 327 and the intake ports were matched in size as the 327 ports and the exhaust ports were opened up as much as was practical. The 1967 high performance 440 engine got a camshaft with old industry standard "70 percent" cam lobes, while the 1968 340 got the more recent "75 percent" cam lobes. The 1968 340 was originally designed with a 6,500 RPM redline, but that wasn't trusted with cast pistons and forged pistons were deemed to expensive. The 340 valve spring were designed to limit the RPM to 6,000 RPM, when new, but that limit decreased with miles on the spring. Mopar did sell drop-in racing springs for higher RPM, but the NHRA didn't accept them and Mopar quit selling them. Isky sells their version of those high RPM valve springs though. With the RPM limited by valve springs, the 1968 340 manual transmission cam wasn't offered for 1969. The Dart did get the 383 late in 1967 model year, but the Barracuda had the 383 option from the beginning of the 1967 model year. All 1967 318 cylinder blocks and "some" early 1968 318 cylinder blocks can take a 4 inch bore, but many 1968 and later 318 blocks can not. In 1968, when the 273 got a hydraulic cam and the 318 got open chamber heads, the 1968 273 and 318 camshaft is smaller than the 1967 318 camshaft.
@@DeadDodgeGarage 1967 318 and "some" (early?) 1968 318 cylinder blocks were cast to accept 4.00" bores, plus a 0.040" service overbore. Historic connection to the 340, due to the scratched from production 4.00" bore 1967 engine, that had 273 / 318 valve sizes. They thought that the larger engine, with its "more modern" heads would be enough to compete with or beat the 327, but the heads were what limited its power. The 340 port and valve sizes were then based on the 327 parts for the following year.
I heard somewhere, might have been UTG, might have been Nick's Garage, that there is no such thing as a "special high nickel block" at Mopar because all Mopar castings used high nickel iron.
Have mag on 318 punched.40 over forged flat top piston, H rod floating piston pins, forged crank, wing tray, new cam chain selfadjust, cam and roller can. Two problems hauling azz in the snow your carb will ice up and lock your carb butterfiles at the current place. stopping the petal sometime will broke free (Due to no heat cross over). The second problem due to moving from 1.5 to 1.6 vavle lift ratio. It basic beats the lifters to deaf. Intake changes from vertical bolts to sight up. I've drilled cast iron stock and aftermaket cast aluminum four barrel manifolds to fit. The comp rises, airflow increases, 318 comes alive real quick. You can hear the cherry bombs rattle like glass pipes. The whole neighborhood old and young gives me compliments and theumbs up. 😂😂😂
Well familiar with Magnum heads. I guess I should’ve discussed them as an option, but in my mind, Magnum heads belong on Magnums. Have had a couple intakes re-drilled, but you can also just buy an intake cheap enough these days.
i cant tell how many 273 and 318 i threw out in the 80s and 90s because everyone said you cant do anything with those crap engines. now feel like banging my head lol especially knowing now that the 273 has closed chambered heads, Ive never took one apart and i had a bunch of them i just gave them to the scrap guy.
IDK the workings you'd have to do to make it happen, but id love to see your skills and experience throw together a build with the 400hp 318 recipe that Dulcich did a while back with hotrod mag! Looking to build a little bit milder version of my own in the future
I’ve read that article many times. Haha. I actually want to dyno this car when it’s done if possible, so we know what we’ve got. It *won’t* be anywhere near 400. And we’re running manifolds. But I’d like to know, for science!
I used my stock retainers on comp 901-16 valve springs on my 920's. They look very similar to whatever you got and have had no issues. Inside dimensions what made me nervous. .060 smaller(.030 each side) if I remember correctly? But again.. fine. I'm probably wrong but was that a 4-71 blower in the background !? Anywho.. thanks!
You’ll get the compression bump so that’s good. If we just slap the heads on you won’t end up with a functional quench pad though. It’s not the end of the world, and they can still get a mild open up job on the intake side. Just not nearly as much.
Unobtainium - 78 RC brake boosters apparently all brake boosters for 78 ramcharger are shielding wolverine’s skeleton - and mine is kaput any advice? thinking replacing with universal/aftermarket or maybe even hydro boost - any recommendations? Not an OEM fanatic nor daddy warbucks - just effective, reasonable cost :) go sniper efi!
It’s not a race care! So we’ll block the heat crossover, it’ll be cold blooded but we’ll get some horsepower. It’s not a race car! We’ll use these nice roller rockers. It’s not a race car! But it does have an engine that’ll be a fun cruiser. Nice vid. And don’t even enjoy Mopars. I think I watch to hear him make reference to Chevrolet.
So if I was to put 273 heads on my 85 318 block I wouldnt be able to use an aluminum air gap intake because of the bolts and bolt holes ? also would I still be able to use my none adjustable rockers arms in 273 heads ? also I know I would have to grind down the edges of the ports on the heads so there is no sharp ledge since the air gap has 340/360 ports
64-65 273 heads have the wrong pattern. 66-67 273 heads have the right pattern. You can use your non-adjustable arms. You would definitely want to fix the port mismatch. Jamming big intake port into small head port is a bad move.
Thanks for the forecast! I have a quick question: My OKX wallet holds some USDT, and I have the seed phrase. (alarm fetch churn bridge exercise tape speak race clerk couch crater letter). How can I transfer them to Binance?
I'm *SOOOOOOO* stupid! I'm looking and looking at my list of casting numbers and I'm scratching my head because "273" was never a casting number. It took me way longer than I'll admit to realize you were referring to CI 😳
The other day I heard you say that you have 600 videos. I’m wondering, if you’ve been putting out MOPAR videos for the past few years, why did your channel just show up in my feed a few months ago? Kind of a rhetorical question i guess.
Some Datsun guys put closed-chamber 1.6L heads on 2.0L engines and the ports/valves actually are quite a bit smaller. I don't thinks thats a great idea but you get more torque. My point is even if the 273 heads were "smaller" it wouldn't be uncommon to use them anyway.
Fond memory porting 66 273 heads my goggles fogged so I tipped them up on my forehead. After doing this several times I forgot to tip them down and got a cast iron sliver in my right eye. 1hr drive to emergency 2hr wait on surgeon the cast iron had turned to rust. Any how I concur good choice for this app.
What about pushrods, If spring pressure is no more than 350, use Melling #500594. More than that, Compcams #7592-16. These are No oiling ball-ball. There are also ball-cup versions. That will be a real nice street engine, I would build it the same way.
They’re just so damn worthless for power. Torquey, absolutely. The dual plane Performer will do fine in that regard too, and we’ll get more top end - no question.
@@DeadDodgeGarage I like the old Edelbrock intake for the 318, the L340? Not the LD340 which is a great piece. I always thought the Performer was kind of a bad compromise between the 318 and 360. Looking forward to the 273 build!
318 performance? But why? Are you getting desperate?
I think it has more to do with. “ I asked him to do it”!! But thanks!
If you had ANY idea how many people have asked me about performance 318 build tips over the years, you might understand that this is a popular series. Haha.
@ I used to have a 318 dodge pick up truck. It got 12 mpg no matter what. It was designed that way. I find it semi useful but not a base to build something special out of it. I rather go with 440 block.
@ totally understandable. If you’ve followed this at all you would have known I already have a 440 build in a B Body.. this is not that!! 🤝
@ I’ve never seen this before. You’re all new to me.
This dude needs more subscribers! He has some serious encyclopedic knowledge of mopars.
I second that!!!!!!
Absolutely agree. Good content, great information, funny, good editing and camera work.
halfway there to 100k
Standard mopar man
I love his commentary
Retired mechanic and gearhead here. I’m the industry since ‘79. Jamie’s explanation of quench, port velocity, and chamber design is the most comprehensive explanation I’ve ever heard. Excellent material, and I can say it. Because I lived it. More power to high IQ Washington Hippie Gearhead Musicians!
WHOA WHOA WHOA! We wanna see more of the burrito. What kind? From where? Homemade? Alright, I admit it, I may be alone in this. And I may be hungry. Either way, show us more burrito!!!
You are asking the important questions!
Mmmm burrito
I would like a burrito review.
I have never been less than happy with a burrito in my hand.
It's great to see a 318 being tuned instead of the same SBC or LS swap.
Or, instead of a 360
Im typically alone in the garage trying to deal with mechanical "suprises" on older cars.
One of your most valuable services ( to me at least) is your ability to sort through surprises/ issues. Not so much that youve seen it all before, but youve seen enough to sort out a path forward.
I grew up in a world where everything on Pentastar wheels was motivated by the 318cid reliable as sunrise engine. The 273 was a mystery. So great video!
Really? When or maybe where I grew up 318's were viewed as a slant 6 with worse gas mileage. In other words strictly for dependable transportation. The 273 super commando was seeing as a legitimate small block. Not saying any of that was true or correct just people's perception. But with a 4 barrel and solid lifters I think helped influence why some saw the 273 as a performance engine. Well at least till the 340.
CHEERS ON 50K DDG!!!!
Thank you!! 🤘
Great content. I have a set of ‘65 273 closed heads I just rebuilt . Agonized about hardened seats and ended up having my machinist put them in. Went through hell learning the hard way about the different intake bolt sizes and angles.
Ouch. Yep…
I’ve found more rpm by adjusting hydraulic lifters near the bottom off their travel in stead of the old “1/2 turn from zero” . Turns the lifter into a short travel if you will and limits the amount of aerated oil in the lifter that causes them to bleed down. Bleed down is more common than pump up in my experience. Especially with the janky hydraulics we have today. Love the 318’s!
Used 315 heads on my 68 318. Those were just before the 920 and came in both intake patterns. I got lucky mine we from 66. Used 1.88-1.60 360 replacement valves, ported them, and matched them to a stock 68 340 intake. Really, that's just gasket matching to a 318 gasket and taking a little of the top of the port. It's still smaller than a 340-360 gasket.
KB167 pistons zero decked, 273 crank, forged vs the stock 68 cast crank. Also used the 273 rockers with a solid lifter cam from Schneider, a regrind because US made cores are hard to get.
9.7 compression now, which doesn't seem like much because 68 318s had 9.2 stock, except they didn't, it was a solid point lower stock. It's running very well now.
Damn near exactly what we’re doing, except for the valve change, and we’ve got a Performer. Same piston. Factory forged crank in this one, and factory bushed rods for full floaters. We’ve got hydraulic lifters though. And of course the ridiculously fancy rockers. Outstanding! Oh yeah, it was pretty recently I learned that ‘66 heads could be 315s with the later pattern. Apparently I’m getting a complete ‘66 273 soon, and that’s what it has.
Find a piece of marble. The bottom of an old trophy. Its much straighter then a block of wood and you can use spray adhesive to attach your sandpaper. Now you’ll have an almost perfectly flat surface to sand the head. You can also get an old piece of granite countertop to sand the combustion surface flat. Sometimes headstone makers have chunks of granite and marble laying around. They even cut them to any size you want.
Granite is what I’ve heard. Will get something like that sorted eventually. Either way, I’m glad to have these cleaned throughly. Dirt dobbers did some impressive work in the cooling passages… and everything is crusty
Everything I know was learned from someone willing to teach! Thank you Jamie! Great information.
Great Christmas present! Thanks Jamie!! Very informative video!!
Also want to give a shout out to Rat Rod Al on FABO, for the good deal on the 273 heads, and taking the time to ship them from Florida!! 👏🤝
This is great information for people who are trying to stay on a budget and have time to do all this. Me? I would buy some aftermarket aluminium heads, slap them on and call it a day. Keep up the good work!
What an incredible interesting , informative and helpful information . Not too mention , great manufacturers history lesson .
Thanks , Professor Jamie 👨🎓🙏
Hey im early. I put a choke cable on the fifth ave yesterday and in my infinite wisdom, i routed it in a way that pulling the cable caused the slightly loose distributor to rotate. I was driving ro work trying to figure out why it was running like garbage, twisted the distributor and it started running good, surprise surprise
😂
Thanks for the explanation on the different combustion chambers on the various 318 heads. My entire 318 life has been lived with the 68 to early 70s-ish open chamber head, and they have always been pretty good, but I can see where the closed chamber would be better. But, the 340-360 was what I have usually leaned on for making large metal containers (aka, Mopars) go fast.
BTW, this video was apparently done in the "more hair" era of recent videos. All good in any case!
I cant wait to do my first engine rebuild and your content has been helpful and enjoyable
JAMIE. I have 3 sets of 66 273 heads. All closed chambered. Took one set to shop and had them plug the intake blot holes and redrill them so i can install a modern 4 barrel intake on them. Finding a 66 4 barrel intake. Well, it would be easier to find a pink elephant 🐘🐘
I found a big chunk of casting sand firmly attached inside the end exhaust port on my 69 340. The car had been used, hard, for years, without coming lose, it took some work with a hammer and punch to knock it off.
Could you tell the difference afterwards?
@SchoolofHackers it was at a time when I was making many changes to the car, so I can’t say. The car was fast dead stock, a 69 Swinger, 3.23 automatic, 14.1s - 14..2s, always at 99mph. Always 99 point something, you’d think just once I’d crack 100, but never while stock. It sounds slow now to a lot of guys, but that put me ahead of a lot of big block street cars. These were the same cars we drove to work every day, put snow tires on them and drove all winter.
@@jamesblair9614 A light car is such a great thing
The 1.88 intake valve 360 J head with a little milling works great and has penty of low end torque. Even a single plane and 750 Holley made enough power to boil tires and run 14’s in a heavy E-body with 3.23’s. Great little street engine!
Squish and swirl! Things that some "car guys" don't understand. I totally agree on the valve seat thing... Too many re - played myths. Tetraethyl lead was added to gasoline beginning in 1924 as a cheap octane booster. The valve seat protection is actually debatable, and Chrysler flathead sixes had hard exhaust seat inserts from the 1920s until the end of production.
Even though the 1950's represented real strides in engine performance, it was also a time of cost cutting, and newer engine designs lacked the hard valve seat inserts that were surprisingly common on 1940's and older engines. Remember also that into the 1950's, "regular" gas was unleaded..... You payed extra for "Ethyl" Old engines like unleaded just fine. Now, todays Corn fed gas..... Not so much !!
All I can add to this is that I run ethanol fuel in all of my classics. I have for years. And still… those valve seats keep hanging on.
Built the same engine many many years ago. Back then you could still buy mild performance solid lifter cams....and that is what I did....kept the 273 rockers and put a solid lifter vam in the 318. Ran great for years and years. If fact it is what got me hooked on solid lifters and adjustable rockers. After that had a 340 with trans am heads and solid lifter , and 440 with solid lifter flat tappet. Both very strong steet engines back in the day.
Awesome! I’m a strong believer in the adjustable arms in any case, and would definitely prefer solids. But yeah, bit harder to come up with these days.
You can still get mild performance solid lifter cams for the 318. I just built mine with a .425/.425 solid from Isky Cams. Ed Iskendarian is 104 and still going strong here in SoCal, one of the first hotrod custom cam manufacturers.
I just got a set of used solid 273 rocker assemblies from AMS Obsolete (about $140 I think but honestly what I spend doesn’t stick in my memory too well) I got an Isky solid cam for my 318 at .425 lift. Works great!
Great stuff as always, Thanks for sharing.
Why do I feel smart with your process of concept in my head? Great video again
I really enjoyed the info on the heads ,cheers
Engine Wednesdays...I like that.
Love this small block information, great job on explaining differences in the heads
hoar roars lol All about the clarity my friend. Can't be misleading the viewership. Glad you mentioned the 302 castings. I've always read the praises of them in the Mopar mags. I learned something.
The more you know. It will be awesome to see the final results of this!
I'm a fan of the battery jacket. Mostly they are great when youre just standing around in the cold. If you're working, you don't really need it. But when you have to wait for a ride or a dog to pee, they are pretty nice.
We had an old 68 fury in the 90s that the former owned swapped in newer truck 318. It ran great but had an exhaust leak. When we went to figure out where the leak was i discovered it had the old 68 318 exhaust manifolds on it and the exhaust ports were longer on the newer heads so there was a gap where they all leaked from! lol Surprisingly it wasnt that loud either unless you mashed it!
The Edelbrock D64 manifold is a dual quad intake specificly for the early 273 LA with the smaller bolts & different bolt angle. I have one. I have a core 318 LA under the bench in desperate need of a major major re-manufacture, but I don't have the early 273 heads, so it will remain a bench bitch 'objec d'art'
Offenhauser offered a Dual Port 360 intake where the ports were divided from base of carb to cylinder head. The primaries fed the smaller, lower portion of the port. They were warmed by the heat from the valley & were supposed to be great for stop/go traffic in cold areas. The gas velocity in these small ports was kept high, so fuel did not drop out of suspension at low speeds in really cold areas.
When the secondaries kicked in, the larger, upper portion of the port added this flow to allow "good" performance when needed. Restricted to about 5,500 RPM it is not for everybody, but in the right application, it should offer good rewards.
I have one on my 'built' 273. It's holding the carb up quite well. I built this engine in the 1979 to '81 period & it sits, complete & ready to run, never having been started, in my '32 Dodge sedan project for more than 40 years. My 325 Hemi in my '33 Dodge 3 window takes precedence.
Really interesting explanation - thanks Jamie.
The 273 never got the praise they kinda deserved. Every bit as good as a 289 or 283. When I had my 66 formula s I always wanted to do the hop up, d dart 273 for it, but never did.
Great job Jamie. Enjoy the video.
I´ve seen these rockers used with homebrew SEE THRU valve covers. Guy took a grinding disc to some old ones that were dinged up anyways and cut nice openings. For stability he left a little 1" connection in the middle, took some silicone stuff and glued some plexiglass above- done. Seethru valve covers. Good stuff.
Sleep over it, why install such fancy never to be seen again? You for shure have a valve cover heap, a place where they just hang out and collect. Give them a visit and cut some up You was to throw aways anyway. I´d for shure make me a pair and watch the thing idle… I like to stare into laundromats, too… Merry Christmas!
Something else to try is to grind some off the quench pad where the valves open. You may gain some combustion chamber cc (negligible) but make it easier for the intake to flow into the chamber. Round off the sparp edge is all. Also helps with quench flow into the chamber. Very little needs to be removed, just some extra time.
hi Jamie great ep good luck with the rebuild ok.
👍 Great video Jaime congratulations on your Subs.
Thank you!
Ran across about the same thing back in the early 80's, tore down the 383 engine on my buddies 68 road runner and it had a 906 head on one side and a 915 closed chamber head on the other side, strangely it had 4 broken piston skirts on the side with the 915, we always figured it had something to do with the mismatched heads.🤔👍
My experience is the late magnum heads, are really prone to have sunken valves. Great video!
Huh. 90s Magnum heads? That’s very interesting. I’ve seen plenty cracked. Like… all of them actually. But never a sunken valve that I’ve noticed.
REAL burritos are wrapped in foil with grease dripping out down to your elbow! ❤
Oh hell yeah! These are poser burritos from the coffee stand. But it beats a day old corndog and a slap in the face.
This is a great video and it's always Burrito time.
This is the first time I have seen an explanation of a rebuild with reference to original product differences and similarities, casting quality and what's absolutely necessary and what's desirable! In your opinion what's the difference in absolute power and torque output and economy between the porting job you do and the top job of a dedicated pro - not saying you're not of course, but I'm sure you know what I'm going on about!!!
Thanks! Really enjoyed the video!
Great information brother hood thanks
Some gems from Freiburger..."ALL the power is in the short turn". "Stroke has NOTHING to do with redline"...and I'll never forget the advise to "disassemble the entire engine and beat the lifters out" in the event the cam has mushroomed the lifters...instead of, you know, removing the camshaft.
Great little series on making a great little engine - more of a grown-up engine, I guess.
WAIT, hold the phone here - *Jamie's mane has returned already??*
*It's a CHRISTMAS MIRACLE! Praise be to BOSLEY and ROGAINE!!*
I keed, I keed.... Merry Christmas everyone. Be safe and God bless.
- Ed on the Ridge
I’m at work I’ll be back later!
'64 Valiant Post
All scrap parts 318
318 Roller Short Block
0.420 OEM 360 Cam
302 Heads (Minor Work)
OEM Alum Intake (Minor Work)
Carter BBD (Tuned)
Runs well for what it is.
Quicker than '72 Rallye 340.
Thanks for the info 👍🇺🇸
Good afternoon Jamie ,,,,, DDG,,,,,,,,,,, Yeee Yeee 😊😊😊😊😊😊
A truly Dead Dodge, great video Jamie
Jamie fantastic again pal
congrats on 50k subs.
Jamie, sorry for being out of the loop, but whatever happened to that purple '69 Charger you had? Love your videos man
That wasn't his, he was driving it back for Tom at rocket restorations
He does have a red charger as well as one in primer
Ah ok, that makes sense, I do know about the other Chargers
A new electric heat jacket!!!
Kind of Bougie for Jaime
Burritos, heated jackets and ever changing coiffure....... I thought this was a car channel. Happy Holidays! Cheers! 😎👍🏎🏁🏁🎄🎁🎀
Sometimes 😅
Behold, the time travel MATRIX! Who's that? That's You, Jamie....from the past.........
“When… will then… be now?!”
What if I had a channel called "running dodge driveway?"
I call BS 😂
3:22 hey this is "old"Jamie.
4:12 I don't know that core plug looks new?
15:39 exhaust valve recession "was" a thing back in the day because the fuel refineries had not come up with a suitable replacement to lubricate the valves against the seats. For a awhile it MTFE, then it was found that was hazardous to and switched to something in the same chemistry tree that was safe and works as well as lead. That time where there was no lubricant was about ten years. Every time a machine shop saw a set of pre 80's heads they would wring their hands at the money they were gonna make.
Interesting. That core plug shouldn’t be sitting like that tho. It was a new steel plug like 20 years ago, never painted, now seasoned.
Mopar knowledge 😃
Interesting factoids I honestly never knew, like the early intake mismatch mention.
Soooo are we looking at a future burrito review????
Man they’re delicious
Burrito channel with a car building problem, or whatever it is Tony Angelo always says
At the beginning of the 1967 model year, the 1967 Barracuda got a 383 engine, to compete with the then new 390 Mustang and a high performance engine was developed for the 1967 Dart, to compete with the 327 Chevy II. That high performance engine had the same stroke as the 273 and 318, with a 4.00" bore. Its performance was barely better than the 273 and it was well under the Chevy 327 in power, with 273 / 318 size valves. Due to the lack of desired performance, it was decided to not release the 1967 high performance Dart engine. its cylinder block designed for a maximum 0.040" oversize service bore, so back at the drawing board, the 1968 340 was developed with a 4.04" bore. The 340 valve size were made the same as the Chevy 350hp 327 and the intake ports were matched in size as the 327 ports and the exhaust ports were opened up as much as was practical. The 1967 high performance 440 engine got a camshaft with old industry standard "70 percent" cam lobes, while the 1968 340 got the more recent "75 percent" cam lobes. The 1968 340 was originally designed with a 6,500 RPM redline, but that wasn't trusted with cast pistons and forged pistons were deemed to expensive. The 340 valve spring were designed to limit the RPM to 6,000 RPM, when new, but that limit decreased with miles on the spring. Mopar did sell drop-in racing springs for higher RPM, but the NHRA didn't accept them and Mopar quit selling them. Isky sells their version of those high RPM valve springs though. With the RPM limited by valve springs, the 1968 340 manual transmission cam wasn't offered for 1969. The Dart did get the 383 late in 1967 model year, but the Barracuda had the 383 option from the beginning of the 1967 model year. All 1967 318 cylinder blocks and "some" early 1968 318 cylinder blocks can take a 4 inch bore, but many 1968 and later 318 blocks can not. In 1968, when the 273 got a hydraulic cam and the 318 got open chamber heads, the 1968 273 and 318 camshaft is smaller than the 1967 318 camshaft.
I’ve heard of 340s before, what are we doing? Lol
@@DeadDodgeGarage 1967 318 and "some" (early?) 1968 318 cylinder blocks were cast to accept 4.00" bores, plus a 0.040" service overbore. Historic connection to the 340, due to the scratched from production 4.00" bore 1967 engine, that had 273 / 318 valve sizes. They thought that the larger engine, with its "more modern" heads would be enough to compete with or beat the 327, but the heads were what limited its power. The 340 port and valve sizes were then based on the 327 parts for the following year.
Enjoy your videos immensely,! Your like the Weird Al Yankivich of auto mechanics! Lol
Haaaahaha. I like that a lot. Thanks!
8:52 . . I'm not a MOPAR guy. Is there a reason _ALL_ of the exhaust bolt holes have been filled and moved?
I heard somewhere, might have been UTG, might have been Nick's Garage, that there is no such thing as a "special high nickel block" at Mopar because all Mopar castings used high nickel iron.
Also, did you see Hagarty built a blower slanty for a 62 Lancer wagon? No details yet, just a teaser vid.
They do say two (matching) heads are better than one. A burrito is an added bonus.
So true 🤣
nice heads :)
Have mag on 318 punched.40 over forged flat top piston, H rod floating piston pins, forged crank, wing tray, new cam chain selfadjust, cam and roller can. Two problems hauling azz in the snow your carb will ice up and lock your carb butterfiles at the current place. stopping the petal sometime will broke free (Due to no heat cross over). The second problem due to moving from 1.5 to 1.6 vavle lift ratio. It basic beats the lifters to deaf. Intake changes from vertical bolts to sight up. I've drilled cast iron stock and aftermaket cast aluminum four barrel manifolds to fit. The comp rises, airflow increases, 318 comes alive real quick. You can hear the cherry bombs rattle like glass pipes. The whole neighborhood old and young gives me compliments and theumbs up. 😂😂😂
Well familiar with Magnum heads. I guess I should’ve discussed them as an option, but in my mind, Magnum heads belong on Magnums. Have had a couple intakes re-drilled, but you can also just buy an intake cheap enough these days.
i cant tell how many 273 and 318 i threw out in the 80s and 90s because everyone said you cant do anything with those crap engines. now feel like banging my head lol especially knowing now that the 273 has closed chambered heads, Ive never took one apart and i had a bunch of them i just gave them to the scrap guy.
Yeah, that’s very unfortunate.
I can't be the only one that interpreted your "horRORS" as a reference to Colin Mochrie and Who's Line Is It Anyway.
You got a "Head Shed" ?
IDK the workings you'd have to do to make it happen, but id love to see your skills and experience throw together a build with the 400hp 318 recipe that Dulcich did a while back with hotrod mag! Looking to build a little bit milder version of my own in the future
I’ve read that article many times. Haha. I actually want to dyno this car when it’s done if possible, so we know what we’ve got. It *won’t* be anywhere near 400. And we’re running manifolds. But I’d like to know, for science!
Hey buddy. Where did you get all the knowledge on Mopars?
I mentioned in another video a owned a 72 Duster 318. Bought back in the day. 🚗
Back in the '80's I started off with SB 's '77 Sport Fury with a 318. And was looking for closed chamber 273's but gave up and went to B/RB's
Uncle Tony started doing something like this a while back but it fell through 👍
I want to do some to something more like what he had in mind some day.
I used my stock retainers on comp 901-16 valve springs on my 920's. They look very similar to whatever you got and have had no issues. Inside dimensions what made me nervous. .060 smaller(.030 each side) if I remember correctly? But again.. fine. I'm probably wrong but was that a
4-71 blower in the background !? Anywho.. thanks!
With the 79 318 smog motor in the Cordoba do you think that the easier to find 302 heads would give an advantage over stock?
You’ll get the compression bump so that’s good. If we just slap the heads on you won’t end up with a functional quench pad though. It’s not the end of the world, and they can still get a mild open up job on the intake side. Just not nearly as much.
Exactly the heads I need for my 66 so this was excellent & funny! Meow meow meow lol!!
Unobtainium - 78 RC brake boosters
apparently all brake boosters for 78 ramcharger are shielding wolverine’s skeleton - and mine is kaput
any advice? thinking replacing with universal/aftermarket or maybe even hydro boost - any recommendations?
Not an OEM fanatic nor daddy warbucks - just effective, reasonable cost :)
go sniper efi!
It’s not a race care! So we’ll block the heat crossover, it’ll be cold blooded but we’ll get some horsepower. It’s not a race car! We’ll use these nice roller rockers. It’s not a race car! But it does have an engine that’ll be a fun cruiser.
Nice vid. And don’t even enjoy Mopars. I think I watch to hear him make reference to Chevrolet.
Because race car. Haha. Listen, all I can say is… I didn’t spec the rockers.
So if I was to put 273 heads on my 85 318 block I wouldnt be able to use an aluminum air gap intake because of the bolts and bolt holes ? also would I still be able to use my none adjustable rockers arms in 273 heads ? also I know I would have to grind down the edges of the ports on the heads so there is no sharp ledge since the air gap has 340/360 ports
64-65 273 heads have the wrong pattern. 66-67 273 heads have the right pattern. You can use your non-adjustable arms. You would definitely want to fix the port mismatch. Jamming big intake port into small head port is a bad move.
Thanks for the forecast! I have a quick question: My OKX wallet holds some USDT, and I have the seed phrase. (alarm fetch churn bridge exercise tape speak race clerk couch crater letter). How can I transfer them to Binance?
Where do you get your machine work done? I'm in PNW too and need some work done.
I'm *SOOOOOOO* stupid! I'm looking and looking at my list of casting numbers and I'm scratching my head because "273" was never a casting number. It took me way longer than I'll admit to realize you were referring to CI 😳
The other day I heard you say that you have 600 videos. I’m wondering, if you’ve been putting out MOPAR videos for the past few years, why did your channel just show up in my feed a few months ago? Kind of a rhetorical question i guess.
Best Little Horror House in Washington
Cool vid 😎
Some Datsun guys put closed-chamber 1.6L heads on 2.0L engines and the ports/valves actually are quite a bit smaller. I don't thinks thats a great idea but you get more torque. My point is even if the 273 heads were "smaller" it wouldn't be uncommon to use them anyway.
Roight. In the same vein, 273/318 heads on a 360 work great for torque. But it’ll definitely run out of poop earlier in the rev range.
I made an appointment w/ the Mechanic... I just said iT must be a stuck lifter make'n the poor Old 318 smoke ...A lot 😂
Well… good luck with that 😅
Would one of those 273 heads be good on a 360? Or is the extra cubes not good with the smaller valves?
In my stash I have a 69 273 from a step van. I’ve never taken it apart, does it have these same heads?
I enjoyed that.
Fond memory porting 66 273 heads my goggles fogged so I tipped them up on my forehead. After doing this several times I forgot to tip them down and got a cast iron sliver in my right eye. 1hr drive to emergency 2hr wait on surgeon the cast iron had turned to rust. Any how I concur good choice for this app.
Can you just deck the 360 head to get your quench area??
What about pushrods, If spring pressure is no more than 350, use Melling #500594. More than that, Compcams #7592-16. These are No oiling ball-ball. There are also ball-cup versions. That will be a real nice street engine, I would build it the same way.
Require ball-cup, and we already have them.
How about using an Edelbrock SP2P intake on that 273? Lotsa low end for sure.
They’re just so damn worthless for power. Torquey, absolutely. The dual plane Performer will do fine in that regard too, and we’ll get more top end - no question.
@@DeadDodgeGarage I like the old Edelbrock intake for the 318, the L340? Not the LD340 which is a great piece. I always thought the Performer was kind of a bad compromise between the 318 and 360. Looking forward to the 273 build!