Hopefully there aren’t too many hard feelings, or feeling under appreciated over this project. Charles, your work is phenomenal and very appreciated by us TH-cam ‘Content Consumers’! I’ve been reading the Mopar porting articles for thirty years and you have bettered all of them, and with sooo much more detail and explanation. Truly appreciated!
That is great to read! Thank you! I had an offer of some 904 heads today. Do you think Mopar guys would like a full work up of them? You do know I have very little Mopar experience right?
@@servediocylinderheads "You do know I have very little Mopar experience right?" What did Smokey say, "An engine doesn't know what name is written on the outside" or something similar.
Top work Charles. love your comment work\ improve the stock stuff because I didn't have any money but wanted to go fast. a lot of us are in that boat . cheers from Australia
Thank you all guys🎉! Fun to watch and learn from you... After reading a lot of David Vizards books, it’s fun to watch all the tricks going into this project!
The work you men do and share is great education tool. I don't know any engine or transmission builders only backyard mechanics. You are right about the TH-cam community because the content and information has saved me thousands of dollars. Thank you 😊
The 273-2bbl engines were rated at 180 HP, the 1965-1967 273-4bbl engines with the 500 cfm AFB were rated at 235 HP. The 1966 273 D/Dart engine with the .510" solid lifter cam, headers and a 600 Holley was rated at 273 HP by Chrysler. As far as I know, the 318-3 crank was the same as the production 318 forged crank, but was "Tufftrided" for surface hardness. I think the old DC manuals said that hardness was only .0008" deep as best as I can remember. It was a nitriding process.
Explain how that is done. At 8000 rpm too. That is called a running engine. That will be tested, I will bet bsfc's on these heads will be excellent! Thanks
@@servediocylinderheads Sorry and here I thought it was you that had the fixtures to do this. I did see videos of this cylinder head shop wet flowing a head w the piston in the bore, and he would also flow the entire system , from carb to cylinder bore. The wet flow was nothing like you are getting, I wonder why. I do remember it was some NASCAR shop. And here I though you did NASCAR heads also.
This is really cool. Having gone to the salt flats for many years a couple of us had cooked up a project to make a 370cu. in big block mopar using a 71 400 block and 62/63 max wedge heads. Or even a set of worked over 67 closed chamber 915s. De-stroking a forged 383 crank to 3.08. The requirement for C/AIR roadster class is you have to use pre 1973 iron block and heads and no computers, electronics, or efi for the class. I have all the hardware, but not the budget right now.
Charles, nice seeing you and Andy having a intelligent conversation about the direction of this build. I for one embrace Technology and Quality. Over hackery and debauchery. I hope that you all succeed and prove a point. Nice work on the development of the heads Charles. Have a good evening.
Take a moment and think of the bathtub f.i. intakes. Twin blade throttle body and massive plenum volume. What restricts them is the 20" intake runners and 1" of Port access from the bottom of the intake. Big plenum good!
YESH! The moon rock that started it all! The way i am see it, the 318 was already a tornado twister a spinner a real top. If you want to drill lightening holes in the throws, make the hole smaller than usual. That shall be the strongest crank.
First of all, I would like to congratulate all three of you on this impressive interim result. I'm glad that you've all done so much work, especially because it's for a good cause. I don't care what some people originally thought or whether someone is now pissed off because I understand what this is about. From a purely technical point of view, there is no sensible reason not to carry out the project in its current form and achieve the best possible result - stock components or not. Anyone who understands engines should be aware that an entire engine is only as strong as its weakest link. whether the carburettor or the camshaft or the intake represents the biggest restriction. It's nice that you three are pulling together so well! We all benefit from it and can learn a lot from everyone! Many greetings from Germany Alex
Another great video and good to see a newcomer, to me anyway 😅 thanks guys, I really love this Mission Impossible project and hope to see the next vid inline 😅 have been having trouble seeing these videos in sequence
Excellent job on the video. Thank Carla and Andy for me. Hope you get a chance to look at Andy's Street denomitor intake project. It's simular to my Teem G that DV and Roger Hegelson done in his book years ago.
I would like to see a second stage dyno test with the same cam, but with a factory iron police QJet intake with a QJet or the factory 273 4 barrel set up.
If we can get one I bet D.V. would test it. Rob brought one over to flow test. It is a very good design! There is a video of mine flowing it somewhere.
Had a 318 with 302 # heads with a 360 4bl intake with heads port match on to about 1/2 inch, Bowls ported with a thermaquad and a set of headers. Stock truck cam . Truck ran Good.😮
If it helps, I’ve taken’140 off J heads and used them, 318 is pretty much the same. Why not 0 deck the block? I’ve done that, with those J heads,used a’557 lift cam, no problem.
@@JamesMiller-v4sYup but I believe they came that way until about 85, when 302 casting heads and rochesters were used. I know for fact my 1983 Diplomat had the police package engine 318 with 360 heads. Nothing to be done about that aweful compression ratio, at the time there really wen't many piston otions
Before you run a Chinese BBD check the float level. Heck just rig up a squirt bottle and feed it gas till the float shuts off the flow. The one I tried flooded out two seconds after I started the engine. I ended up setting the level "wet" because the Chinese floats (in mine anything) are heavier than old Carter floats. Last thing you want on a new engine is a carb flooding it.
This isn’t to new but a Mechanical roller is. A street able 380-425hp can be done on pump gas aftermarket intake. The 2 barrel set up is crazy that single plane looks a little like the marine intake. The published numbers for a 340 is 275 but good ole Steve Ducich early hit 280 from a stock as stock can be 340. NHRA had 340 mopars around 290- 300hp
In my country Chrysler parts were very rare and expensive in the early 90’s. And we did a similar 318 , ported heads cam extractors and 120 thou off the heads , it didn’t wake up until the compression was there? Good luck guys
Charlie, how big did the intake port entrances end up? I'm asking because of the intake manifolds you are talking about running in the later phases. I'm running an Air Gap on 915 J's, and there's what looks like a substantial ledge from a mismatch in width. If the head ports are on the small side, have you considered any of the small port intakes? LD4B, Street Dominator,stock Performer, etc? Or, is the ledge created going into the head not that big of a deal? I sent you a couple of pics of the mismatch in a message.
Ported iron heads are interesting, the ported dual plane v the single plane would would have been interesting, difference between a 2 barrel and 4 barrel will be interesting, would have liked to have seen it all done with DV's spec'd reground cam.
Nice! I remember my dad using that intake years ago on his worktruck 318. Here are some 318 specs courtesy of Chiltons: 67-87 318 2bbl 120 hp at 4200 rpm Cam 69-88 0.373/0.400 lift. I have a stock 85 cam in storage (flat tappet).
True, but that leaves the initial thoughts of the project behind, use what it was born with as much as possible. Sourcing stock 360 valves is easy, - “Mellings” will have them in both sizes. Keeping it n with “This is a build the average guy at home can do” kind of thing…. Making use of a 360 is MoPar typical in many cases. Kind of easy to get a stock casting.
Great job Andy and Charles! So good to see the ADULTS take over this project as you guys have the right "Intent" and knowledge. UTG likes to "Opine" on shit he has no idea of what he is talking about and all of his "Group" endeavors end up being a total failure and screwing other people over.
Nice of you to dump on Tony, but without him this project wouldn't even have been conceived, but then again, an Adult would have thought about that before posting.
One question I’ve had since the beginning… There was talk of a larger 2bbl carburetor that was offered in 1973 or ‘74 that had more cfm than the BBD, 350cfm or something? Why oh why wasn’t that one chosen!? lol
The later BBD 1-1/4: carbs were bigger in the mid-1970s as stated, about 285 cfm per the Carter manual. The 273 carb was something like 225 cfm. The later carbs also went to threads that can use a Holley jet. Some refer to these as the "high top" carb that has the enclosed bowl vent for emissions.
@@servediocylinderheads Oh well, it’ll show that much more of a gain when the 4bbl goes on, I guess, I dunno. No offense to all of Andy’s work of course.
@@JamesMiller-v4s Interesting. Not sure of the year of the ‘big’ carb that they talked about, but I thought it might have been a Rochester maybe? One year only?
318, one of the greatest engines ever engineered, reliability, low maintenance and high mileage. Be good in a weight friendly, small cubic inch 2bbl class. Exh ports sure shoot for the sky.
I had an 87 dodge sportsman which had been converted into a [semi] luxury/camper van. That thing had a 318 with a 2 bbl but it was really fast and had a tendency of burning up tires. Because I was too poor to rebuild the motor, AND some unhappy situations led to the body suffering some painful damage [3 separate events] I ended up making the painful choice to sell it to a salvage yard. Had I been in a better position, I already had [and still have] an aluminum Edlebrock manifold that would have allowed me to convert it to 4 bbl while rebuilding it. I regret many bad decisions in my life, and this one, while it was basically impressed upon me, because of previous bad decisions [both mine, and other individuals who crashed into the van], had I known then, what I know now, I would have paid storage some place to keep the van safe until I could bring it to where I live now. Hindsight is often blurry... From tearful losses. And this is only one of many MOPARs I have lost to bad decisions.
When I was 17 I had the Holley street dominator hedman headers Edelbrock performer Cam lifters springs and timing set and I would turn it to 6000 all the time almost 2 years on stock everything but what I mentioned before a rod started to knock
the video quality is great and the realness of raw material is great .. I don't mind the any of it ..its kind of like if when your over at your mates having a beer and he goes I wanna show u something and pulls a 1050 dominator out of a box.. kept it secret teh hole time. ohhh baby let go
@@blueyhis.zarsoff1147 Think about testing all the manifolds I did. Each one will need major milling to work. Not worth it and not Tony's original vision.
I know that Tony has gotten kina ercked with this on the low budget side . But i love how in depth this has gone. This project deserves several versions . What is possible at home. What is possible at a shop and the ultimate is what is possible with modern cnc tech
I’m down with the 318 small block Chrysler V8 engines because there’s plenty of them around and performance parts so it can survive up to 5500 to 6000 Revolutions Per Minute
The cheater 318 cam sounds like a Marine cam. Combined that with single plane intake manifold. I'm pretty sure it will bring out a different animal to that mission impossible 318. I could be wrong. But it does sound like an interesting combination.
In the end? It's cheaper to buy a set of heads. The hours involved cost 4 times as much. The donate the money saved buying heads ready to go to st judes. But using that as a catalyst for this Neverending project? Hurts my heart.
That was not the purpose but I can see what you mean. I did say nobody would put this much work into these castings. I am interested how they will do against a set of stock aluminum heads. Flow isn't everything. I bet they surprise us like the E7's did. Asprin helps! Thanks!
The only real difference between a 318 and 340 was obviously a 4 barrel but other than that the bore was the only difference in the block and I know the 340s were forged but still it's only 20 cubes
Yes, its annoying how some people bang on about a particular sized engine being some sort of holy grail because it was the chosen size for some race class and had a big cam and carb from factory. Im not in any way a brand loyalist, engine is engine. Anybody calling a 318 junk and a 340 a beast has no idea.
There’s nothing wrong with a 340 and 360 small block Chrysler V8 engine but the prices are expensive so are crate engines depending on dealer so the 318 LA or Magnum are cheaper to build and buy for the best bang for the buck even crate engines it’s the choice of anyone
A poly 318 made 290., with a 4 barrel. This is impossible.. But Steve Morris can build a small block hitting 500 hp in two days. It's been a year. Simply just send your donations straight to st judges it's easy.
@joshkelly3743 I am not opposed to it. We would need a new stock 318 cam. The one we have, I think, is an industrial grind because it has a 107 lobe center line angle. The only thing different would be the longer rods that we need for the compression
Even when you guys get done with your build its still mission impossible because its not the original plan Uncle Toney proposed it was a very simple plan this is a case of too many chiefs not enough indians
You apparently never had a 340. I don't ever recall seeing a Cuda 318, a Challenger TA 318 6 Pack. Or an AAR 318 6 Barrel Cuda. No doubt a 318 can be a screamer, but not in stockb2 bbl form.
@@MyronBuss I didn't but my friend Pete did. Moon roof Cuda. He was the first guy I met who was also into porting. We raced once, his Cuda vs, my first ported engine build in my Dad's 1969 Chevy longhorn pickup. 340 vs 355. He beat me by a fender.
1969 Cam spec 318 ADV DUR IN 240. EX 248 In Open BTC 10 deg IN Close ABC 50 deg EX Open BBC 58 deg Ex Close ATC 10 deg Valve overlap 20 deg. Lift In .373 EX .399
Why can’t you people understand the original intent of this challenge??? The original intent is to make power using original parts!?? Milling a head is using original parts!! Duh
Never! You cannot make power with worn out parts and bores! I did that once, never again! It made power fine but it consumed oil and detonated the cast pistons to rubble in little time. So after that all my engines got bored and new pistons. The pistons Tony sent look terrible, Only good for melting down to fill exhaust crossovers. Thanks
Problem is milling the heads will make us mill each of the manifolds to fit and change the port allignment. This may be tested with 6 different intakes! Who will pay for it? We just agreed like Andy said, " Juice is not worth the squeeze!" Thanks
We are planning on a live from David Vizard's shop Saturday at 8:00pm!
I was Just! Going to start a cheer with that idea, which would rock!
Go-Live
Go-Live
Go-Live
Go-Live
LMAO!!
I’m there.
I’m SO there,
I’m not even here!
@@rong4189 Funny!
@@Robs-Garage-experiments Nice!
Cool Thanks. Note book ready.
My buddies 650hp 340 had a 318-3 truck crank in it and it made literally thousands of drag passes and I think it regularly run 8500
That's what I like to hear Bryan
Hopefully there aren’t too many hard feelings, or feeling under appreciated over this project. Charles, your work is phenomenal and very appreciated by us TH-cam ‘Content Consumers’! I’ve been reading the Mopar porting articles for thirty years and you have bettered all of them, and with sooo much more detail and explanation. Truly appreciated!
That is great to read! Thank you! I had an offer of some 904 heads today. Do you think Mopar guys would like a full work up of them? You do know I have very little Mopar experience right?
@@servediocylinderheads "You do know I have very little Mopar experience right?" What did Smokey say, "An engine doesn't know what name is written on the outside" or something similar.
Top work Charles. love your comment work\ improve the stock stuff because I didn't have any money but wanted to go fast. a lot of us are in that boat . cheers from Australia
True hot rodding! Broke but fast!
Thanks
Thank you all guys🎉! Fun to watch and learn from you...
After reading a lot of David Vizards books, it’s fun to watch all the tricks going into this project!
I love this 318 project I have all the same parts that being use in this build .
@@clintonsterling-x3d Glad you like it.
Thank you guys so much. Have always knew that mighty 318. The dyno is going to be epic.!!!
Or a complete failure as usual....hahahaha!
The work you men do and share is great education tool. I don't know any engine or transmission builders only backyard mechanics.
You are right about the TH-cam community because the content and information has saved me thousands of dollars. Thank you 😊
You are welcome!
The 273-2bbl engines were rated at 180 HP, the 1965-1967 273-4bbl engines with the 500 cfm AFB were rated at 235 HP. The 1966 273 D/Dart engine with the .510" solid lifter cam, headers and a 600 Holley was rated at 273 HP by Chrysler. As far as I know, the 318-3 crank was the same as the production 318 forged crank, but was "Tufftrided" for surface hardness. I think the old DC manuals said that hardness was only .0008" deep as best as I can remember. It was a nitriding process.
Too bad that will get ground off! Good info. Thanks!
I hv learned a lot watching this series. Greatness. Love to all 4 channels
Thanks!
I love how all of your wet flow testing was done with a piston in the bore. The piston does change all the wet flow patterns, so great job.
Explain how that is done. At 8000 rpm too. That is called a running engine. That will be tested, I will bet bsfc's on these heads will be excellent! Thanks
@@servediocylinderheads Sorry and here I thought it was you that had the fixtures to do this. I did see videos of this cylinder head shop wet flowing a head w the piston in the bore, and he would also flow the entire system , from carb to cylinder bore. The wet flow was nothing like you are getting, I wonder why. I do remember it was some NASCAR shop. And here I though you did NASCAR heads also.
@@racerd9669 I would like to see that. Link it if you could. Thanks
Awesome guys, and a super thanks to both of you for helping DV with his projects
You are welcome!
This is really cool. Having gone to the salt flats for many years a couple of us had cooked up a project to make a 370cu. in big block mopar using a 71 400 block and 62/63 max wedge heads. Or even a set of worked over 67 closed chamber 915s. De-stroking a forged 383 crank to 3.08. The requirement for C/AIR roadster class is you have to use pre 1973 iron block and heads and no computers, electronics, or efi for the class. I have all the hardware, but not the budget right now.
Cool project!
Charlie you’re my hero! 😉 Keep up the good work.
@@richdatsun8755 Shoot higher!!!!Haha, Thanks!
Charles, nice seeing you and Andy having a intelligent conversation about the direction of this build.
I for one embrace Technology and Quality.
Over hackery and debauchery.
I hope that you all succeed and prove a point.
Nice work on the development of the heads Charles.
Have a good evening.
Thanks Ed! I appreciate that.
Hackery! Hahahaha! Love it.
Great to see you both having a chat
Thanks
Take a moment and think of the bathtub f.i. intakes. Twin blade throttle body and massive plenum volume. What restricts them is the 20" intake runners and 1" of Port access from the bottom of the intake.
Big plenum good!
I agree! I think our custom tall spacers will work well. Thanks!
YESH! The moon rock that started it all! The way i am see it, the 318 was already a tornado twister a spinner a real top. If you want to drill lightening holes in the throws, make the hole smaller than usual. That shall be the strongest crank.
First of all, I would like to congratulate all three of you on this impressive interim result. I'm glad that you've all done so much work, especially because it's for a good cause. I don't care what some people originally thought or whether someone is now pissed off because I understand what this is about. From a purely technical point of view, there is no sensible reason not to carry out the project in its current form and achieve the best possible result - stock components or not. Anyone who understands engines should be aware that an entire engine is only as strong as its weakest link. whether the carburettor or the camshaft or the intake represents the biggest restriction. It's nice that you three are pulling together so well! We all benefit from it and can learn a lot from everyone!
Many greetings from Germany
Alex
Thanks! My Wiffy will be visiting Germany soon. Be careful!
@@servediocylinderheads enjoy as long it is still existent, let‘s hope for Trump 2024 and the end of Ukraine war
@@Alex-mr4is I won't get political here but I pray for better days! Thanks
@@servediocylinderheads thats absolutely okay for me! Sorry for getting off the rail from time to time! Keep up the good work !
@@Alex-mr4is Thanks!
Another great video and good to see a newcomer, to me anyway 😅 thanks guys, I really love this Mission Impossible project and hope to see the next vid inline 😅 have been having trouble seeing these videos in sequence
@CraigLandsberg-lk1ep If you go by date, they are in sequence on this channel. Thanks
Learning a lot from you guys! Thank you so much
@@gdelfs6942 Thanks!
Perfection never comes quickly.
True!
@@servediocylinderheads Keep up the awesome work! (~_^)-b
Your work helps expand the horizons of all engine builders everywhere! /( 'w')~
@@hunnybunnysheavymetalmusic6542 That is the plan! Thanks!
That is such a true statement!
Excellent job on the video. Thank Carla and Andy for me. Hope you get a chance to look at Andy's Street denomitor intake project. It's simular to my Teem G that DV and Roger Hegelson done in his book years ago.
Cool!
I would like to see a second stage dyno test with the same cam, but with a factory iron police QJet intake with a QJet or the factory 273 4 barrel set up.
If we can get one I bet D.V. would test it. Rob brought one over to flow test. It is a very good design! There is a video of mine flowing it somewhere.
Had a 318 with 302 # heads with a 360 4bl intake with heads port match on to about 1/2 inch, Bowls ported with a thermaquad and a set of headers. Stock truck cam . Truck ran Good.😮
@@edbrown1080 I bet it did. Thanks
If it helps, I’ve taken’140 off J heads and used them, 318 is pretty much the same. Why not 0 deck the block? I’ve done that, with those J heads,used a’557 lift cam, no problem.
Thanks for the update y'all 😀
You are welcome.
Some 318's did come from the factory with a small valve 360 head and a 4 bbl. Unfortunately also 7.5:1 compression also.
Ouch. Thanks
@@servediocylinderheads🤣🤣Chryslers method of managing nox emmisions at the time.
The late 1970s 318s had the optional TQ and intake, and some came with the 360 style heads. That would be the best base to start with IMO.
@@JamesMiller-v4s
You bet
I'll just run down to the junk yard and get one .. maybe two
@@JamesMiller-v4sYup but I believe they came that way until about 85, when 302 casting heads and rochesters were used. I know for fact my 1983 Diplomat had the police package engine 318 with 360 heads. Nothing to be done about that aweful compression ratio, at the time there really wen't many piston otions
Man we appreciate all your work and all the lessos you teaching for free!!
You are welcome!
Before you run a Chinese BBD check the float level. Heck just rig up a squirt bottle and feed it gas till the float shuts off the flow. The one I tried flooded out two seconds after I started the engine. I ended up setting the level "wet" because the Chinese floats (in mine anything) are heavier than old Carter floats.
Last thing you want on a new engine is a carb flooding it.
Good info. Thanks!
This has been so much fun to follow. Can't wait to see what happens on the dyno!!!
Me too! Awesome donation to the cause today!
Good job guys, can't hardly wait for the dyno day!😎👍
Me too!
Thank mr Charles, love your channel and content, glad to see you open carry to sir. Thank you for that GOD BLESS
Shhhh. Nobody knows
This isn’t to new but a Mechanical roller is. A street able 380-425hp can be done on pump gas aftermarket intake. The 2 barrel set up is crazy that single plane looks a little like the marine intake. The published numbers for a 340 is 275 but good ole Steve Ducich early hit 280 from a stock as stock can be 340. NHRA had 340 mopars around 290- 300hp
Charles Servedio, that is very impressive!
Thanks Eric! I only read the last name! Haha
Great work on that project Charlie. You’re the man!
Thanks Walt!
Great work. Thanks!
Carla forgot to edit it but it is funny! Thanks!
Hooray Charles and Carla 😮😊😂! Let us know when you're safe back home .❤
550 miles in 8 hours Sunday burn!
In my country Chrysler parts were very rare and expensive in the early 90’s. And we did a similar 318 , ported heads cam extractors and 120 thou off the heads , it didn’t wake up until the compression was there? Good luck guys
Compression is key! Thanks!
"The Moon Rock"...
HEH...
AH LIKE THAT!!! (~_^)-b
I can hardly wait to see the final results
Me too!
Charlie, how big did the intake port entrances end up? I'm asking because of the intake manifolds you are talking about running in the later phases. I'm running an Air Gap on 915 J's, and there's what looks like a substantial ledge from a mismatch in width. If the head ports are on the small side, have you considered any of the small port intakes?
LD4B, Street Dominator,stock Performer, etc?
Or, is the ledge created going into the head not that big of a deal?
I sent you a couple of pics of the mismatch in a message.
They are 318 gasket sized so they can be fitted perfect on the block. Thanks
We have epoxy!!!!! Thanks.
Thanks for the shout out!
You are welcome.
Ported iron heads are interesting, the ported dual plane v the single plane would would have been interesting, difference between a 2 barrel and 4 barrel will be interesting, would have liked to have seen it all done with DV's spec'd reground cam.
Not sure if D.V. will do that or not. Thanks
Nice! I remember my dad using that intake years ago on his worktruck 318. Here are some 318 specs courtesy of Chiltons: 67-87 318 2bbl 120 hp at 4200 rpm Cam 69-88 0.373/0.400 lift. I have a stock 85 cam in storage (flat tappet).
Hmmmm. I will tell Andy tomorrow. Thanks!
I should ask if it is new or used because used is just too risky. Thanks
@@servediocylinderheads Used - came out of my 85 Ramcharger 2bbl 318
@@brokentoolgarage I would be afraid it would burn a lobe and fill the engine with metal. I do appreciate the offer! Thanks
@@servediocylinderheads You are welcome. Anything else y'all need, just let me know
If you could get larger valves from a different small block mopar factory engine from a regular parts store you could use them
Nope. Had to be stock 318 size. Too bad.
True, but that leaves the initial thoughts of the project behind, use what it was born with as much as possible.
Sourcing stock 360 valves is easy, - “Mellings” will have them in both sizes.
Keeping it n with “This is a build the average guy at home can do” kind of thing….
Making use of a 360 is MoPar typical in many cases. Kind of easy to get a stock casting.
Andy calling that a “Moon Rock” might have been the funniest thing I’ve heard a guy say in awhile
@@jeremymartin7474 We had a good time. Thanks
Out flowing 340 heads. Awesome
Thanks!
Great job Andy and Charles! So good to see the ADULTS take over this project as you guys have the right "Intent" and knowledge. UTG likes to "Opine" on shit he has no idea of what he is talking about and all of his "Group" endeavors end up being a total failure and screwing other people over.
Glad to take it over, I was hoping Tony would stay on but that is his choice. Thanks
Nice of you to dump on Tony, but without him this project wouldn't even have been conceived, but then again, an Adult would have thought about that before posting.
@@Glenn-p5i Dump? Really?
Not you, I was talking about Blakesmusclecarr, who posted before you.@@servediocylinderheads
Not you, I was replying to @blakesmusclecar.
@@servediocylinderheads
Stock 318 cams are about 240 advertised and .390 lift
Thanks!
One question I’ve had since the beginning… There was talk of a larger 2bbl carburetor that was offered in 1973 or ‘74 that had more cfm than the BBD, 350cfm or something? Why oh why wasn’t that one chosen!? lol
Tony stated it had to be the little bbd. What a piece of crap. Lawn mower carb..
The later BBD 1-1/4: carbs were bigger in the mid-1970s as stated, about 285 cfm per the Carter manual. The 273 carb was something like 225 cfm. The later carbs also went to threads that can use a Holley jet. Some refer to these as the "high top" carb that has the enclosed bowl vent for emissions.
@@servediocylinderheads Oh well, it’ll show that much more of a gain when the 4bbl goes on, I guess, I dunno. No offense to all of Andy’s work of course.
@@JamesMiller-v4s Interesting. Not sure of the year of the ‘big’ carb that they talked about, but I thought it might have been a Rochester maybe? One year only?
@@JamesMiller-v4s Good info. Thanks
Nice update, Thx....
You are welcome.
318, one of the greatest engines ever engineered, reliability, low maintenance and high mileage. Be good in a weight friendly, small cubic inch 2bbl class. Exh ports sure shoot for the sky.
I agree!
I had an 87 dodge sportsman which had been converted into a [semi] luxury/camper van.
That thing had a 318 with a 2 bbl but it was really fast and had a tendency of burning up tires.
Because I was too poor to rebuild the motor, AND some unhappy situations led to the body suffering some painful damage [3 separate events] I ended up making the painful choice to sell it to a salvage yard.
Had I been in a better position, I already had [and still have] an aluminum Edlebrock manifold that would have allowed me to convert it to 4 bbl while rebuilding it.
I regret many bad decisions in my life, and this one, while it was basically impressed upon me, because of previous bad decisions [both mine, and other individuals who crashed into the van], had I known then, what I know now, I would have paid storage some place to keep the van safe until I could bring it to where I live now.
Hindsight is often blurry...
From tearful losses.
And this is only one of many MOPARs I have lost to bad decisions.
That sucks. Sorry
This is pretty cool my question is what is the difference between gross hp and the hp we rate now what is that called and what is the difference
How it is dynoed. One has all accessories bolted on.
@@servediocylinderheads oh ok so modern is with accessories and gross is without?
When I was 17 I had the Holley street dominator hedman headers Edelbrock performer Cam lifters springs and timing set and I would turn it to 6000 all the time almost 2 years on stock everything but what I mentioned before a rod started to knock
Not much different than what I was running at that age. Mine lasted a very long time. Thanks
the video quality is great and the realness of raw material is great .. I don't mind the any of it ..its kind of like if when your over at your mates having a beer and he goes I wanna show u something and pulls a 1050 dominator out of a box.. kept it secret teh hole time. ohhh baby let go
Because it is! Thanks
Why were you guys saying that DV's huge milling of the head creates issues that might not be worth it?
( shorter pushrods)
@@blueyhis.zarsoff1147 Think about testing all the manifolds I did. Each one will need major milling to work. Not worth it and not Tony's original vision.
@@servediocylinderheads OK yes sure.
How many 2 bbl OEM manifolds are there?
@@blueyhis.zarsoff1147 I did 3
Never dynoed a motor back in very early 70s but by performance id say close to if not 400 hp if built right out of the 318
I agree. Thanks
@@servediocylinderheads be interesting to see what forced induction would bring ,yeah I know valve size.lol
Hey I'm following that thread :p
Thanks!
Can you do a "Bob Glidden" and weld up the combustion chamber???
Welding iron is problematic at best. It really needs to be furnace welded. Then full machining to straighten it back out after. Thanks
the 2 bolts mains dont move around at 8k with a heavy crank ??
Did you see the size of the mains? It will be fine. Thanks
I know that Tony has gotten kina ercked with this on the low budget side . But i love how in depth this has gone. This project deserves several versions . What is possible at home. What is possible at a shop and the ultimate is what is possible with modern cnc tech
I like it. Thanks
I’m down with the 318 small block Chrysler V8 engines because there’s plenty of them around and performance parts so it can survive up to 5500 to 6000 Revolutions Per Minute
Completely stock!
put a lot of magnum valves in the old LA heads with guide inserts over the years.
I am sure that is a worth while upgrade. Thanks!
What's better the 675 or the 1967 closed chamber?
The closed will help! Alot!
The cheater 318 cam sounds like a Marine cam. Combined that with single plane intake manifold. I'm pretty sure it will bring out a different animal to that mission impossible 318. I could be wrong. But it does sound like an interesting combination.
Thanks! It is in new condition.
In the end? It's cheaper to buy a set of heads. The hours involved cost 4 times as much.
The donate the money saved buying heads ready to go to st judes.
But using that as a catalyst for this Neverending project? Hurts my heart.
That was not the purpose but I can see what you mean. I did say nobody would put this much work into these castings. I am interested how they will do against a set of stock aluminum heads. Flow isn't everything. I bet they surprise us like the E7's did. Asprin helps! Thanks!
People, wander why it cost so much, to get stock heads ported! Love, watching Charlie's work!
Haha. The price on these was just right....zero! Thanks
@@servediocylinderheads Zero, for this project. But, a couple thousand, for me.😃 I, get it, Charlie! All the expertise, all the hours.
@@strokermaverick Now I get it. Glad you like it! Thanks
DV gets $ 4,000 he said on a video.
I stopped porting heads when we could buy aluminum for the price of porting etc
Cool.
Thanks!
That general kinetics cam is a stock eliminator cam.old tech.
I tried to find the specs but had no luck.
Probably 240°at 0.050" lift in that case.
@@JamesMiller-v4s D.V. does have a cam doctorr somewhere! That is what I thought when I saw 107 lobe center. Thanks
I think with solid roller and tunnel ram it will develop 447 hp
I think that is a good estimate. Thanks
That is a solid number!
How can i send you my cylinder haed image?
Charlesservedio@gmail.com
There is nothing like the buzz of a high RPM small cu engine
True!
The only real difference between a 318 and 340 was obviously a 4 barrel but other than that the bore was the only difference in the block and I know the 340s were forged but still it's only 20 cubes
Yes, its annoying how some people bang on about a particular sized engine being some sort of holy grail because it was the chosen size for some race class and had a big cam and carb from factory. Im not in any way a brand loyalist, engine is engine. Anybody calling a 318 junk and a 340 a beast has no idea.
I agree!
That's unfortunate that milling the head to create a closed chamber isn't realistic, but it will still roar.
I agree. Thanks
Duh, David milled it to increase the compression ratio not to make a quench chamber.
That is not true, it was for both reasons. Quench can help power. Thanks
340 (275 hp) had higher power than stated, was a bit over 300 when you measure as you usually do these days
Thanks
will it rev to 8k ?
I think so. Thanks
Why don't we put twin turbos and force the air through the bbd carb lol
Hmmmm.
Fuel circuit!
I think its funny how when you wanna go fast and don't have money you become an engineer for free lol!!
@@rowdyreviews6530 It is the truth! Still wish I had gotten that degree. Oh well.
@@servediocylinderheads hmmmmmm well guess we spray it with nitrous also
There’s nothing wrong with a 340 and 360 small block Chrysler V8 engine but the prices are expensive so are crate engines depending on dealer so the 318 LA or Magnum are cheaper to build and buy for the best bang for the buck even crate engines it’s the choice of anyone
Good info. Thanks
I'm sure this thing will make well over 318 horses
I hope you are right! The dyno will tell the story! Thanks
Too bad you didn't bring Steve Dulcich in on this project.
That would have been fun! We could fight over who ports the heads!
I think I smell a competition…..
@@Robs-Garage-experiments I am game! Bring it!
My point was that he's a very accomplished Mopar guy and engine builder. I believe he's built some healthy 318s as well. Plus he's a funny guy.
A poly 318 made 290., with a 4 barrel. This is impossible..
But Steve Morris can build a small block hitting 500 hp in two days. It's been a year.
Simply just send your donations straight to st judges it's easy.
I have no problem with that. Thanks
Tony started this as what is possible with stock parts and you guys have taken ot to the moon...
Is that good?
We still want to see the original idea of mission impossible
@joshkelly3743 I am not opposed to it. We would need a new stock 318 cam. The one we have, I think, is an industrial grind because it has a 107 lobe center line angle. The only thing different would be the longer rods that we need for the compression
Tool steel retainers cost a lot less
D.V. has friends so if he can get titanium he will. Thanks
Even when you guys get done with your build its still mission impossible because its not the original plan Uncle Toney proposed it was a very simple plan this is a case of too many chiefs not enough indians
BNC BNC, you only miss this by about 3 Miles.
I have no idea what you are writing about. Thanks
If you are 100 in the hole you got the wrong piston
Chamber is 100 above deck. Thanks
318 junk?? A 340 is nothing more than an over bored 318. Anyone want to dismiss a 340s ability?
I agree! 318 doesn't know it isn't a 340!
You apparently never had a 340. I don't ever recall seeing a Cuda 318, a Challenger TA 318 6 Pack. Or an AAR 318 6 Barrel Cuda. No doubt a 318 can be a screamer, but not in stockb2 bbl form.
@@MyronBuss I didn't but my friend Pete did. Moon roof Cuda. He was the first guy I met who was also into porting. We raced once, his Cuda vs, my first ported engine build in my Dad's 1969 Chevy longhorn pickup. 340 vs 355. He beat me by a fender.
1969 Cam spec 318
ADV DUR IN 240. EX 248
In Open BTC 10 deg
IN Close ABC 50 deg
EX Open BBC 58 deg
Ex Close ATC 10 deg
Valve overlap 20 deg.
Lift In .373 EX .399
What's the lobe separation angle?
Good question. That may be an exact stock replacement. Thanks
based off of those opening/closing events that gives a 112 LSA
Your side kick Charlie screwed up the whole mission.
@@joe-hp4nk I am still hopeful it will happen. I donated a ton of work to that project.
Where were you guys 50 years ago hahaha.A 301 Pontiac Turbo makes 400 HP 500 lbs. torque. There's nothing like reinventing a old turd😂😂😂😂😂😂😂
I drove one....I thought maybe 300 hp. Strarted to go about the time it redlined! Thanks
Why can’t you people understand the original intent of this challenge??? The original intent is to make power using original parts!?? Milling a head is using original parts!! Duh
Never! You cannot make power with worn out parts and bores! I did that once, never again! It made power fine but it consumed oil and detonated the cast pistons to rubble in little time. So after that all my engines got bored and new pistons. The pistons Tony sent look terrible, Only good for melting down to fill exhaust crossovers. Thanks
Problem is milling the heads will make us mill each of the manifolds to fit and change the port allignment. This may be tested with 6 different intakes! Who will pay for it? We just agreed like Andy said, " Juice is not worth the squeeze!" Thanks
I new this was gonna happen. This is not a DIY job. Which I think Tony wanted it to be. A huge waste of time spend on this project.
It is a diy for me, does that count?
@@servediocylinderheads You can do anything you want. But this was not suppose to become a Pro Stock engine build either.