What I have is a 318 from a New Yorker, 1986 vin code "P", which I understand is a roller cam motor. I understand there were 318's in the following designs: early 318 wide block, "LA" 318 from mid '60's to late '70's, the roller cam 318 from '85 or so till(?) 1991? and the Magnum 318 in the newer pickups and etc. What I need to know is how much of the engine parts, castings heads, cranks, cams and the such will interchange? Biggest question: can I take the engine I have listed above and use a different flat tappet cam other than the roller? Are there performance cams available for that roller motor? Also: the heads on the motor have small ports under the exhaust ports. What do I do with them if I want to run headers? Stock ex manifolds have provisions for them. We have this resting nicely in a '50 Dodge PU and would like a little more pep than the stock 2 bbl engine (mild cam, 4 bbl carb) but no nasty idle and high rpm power bands. What are my options here?
you can drill and tap those holes, dont tap them all the way just enough for an allen head set screw to sit below the flange, put some red lock***e, jb weld or some kind of high temp sealant on them. the head will interchange with any small block head, you can put magnum heads on it if you wanted to, its kind of involved but lots of people do it. i think the heads you have are a pretty good head design, you could always have them decked, and a good 3 angle valve job done. im pretty sure the cam can be changed out for a flat tappet, but i bet if you stick a new timing chain in it with a performer intake and a small 4 brl, headers and dual exhuast youd probably have decent power. might want ot ditch the lean burn distributor ,they have no advance.
in short..if you want to use the roller block..by all means go for it..there is no special cam..can run the roller on any and all new or used..also the fast burn heads are very good for the street also..unless you are going to the track and just want to bump it up..the old 340 cam is what was used in the police engine..stick with stock cast intake of the high rise 360 design..(police) and stay with larger cast 360 exhaust manifolds..Mopars run real well with cast iron consistantly on the street or track with cast pieces..also the fan..don't go with a flex fan..robs HP..use the symetrical stock fan for HP gains..
What I have is a 318 from a New Yorker, 1986 vin code "P", which I understand is a roller cam motor. I understand there were 318's in the following designs: early 318 wide block, "LA" 318 from mid '60's to late '70's, the roller cam 318 from '85 or so till(?) 1991? and the Magnum 318 in the newer pickups and etc. I could be wrong (if I am someone will call me out on it LOL), but I dont think that the 318 ever had a roller cam, almost certainly not in 86. What I need to know is how much of the engine parts, castings heads, cranks, cams and the such will interchange? Seems to me that the "A" series blocks were pretty much the same. The big differences are in the pistons rods and cranks for the differing displacements. The 360 has an externally balanced crankshaft. I dont remember the exact year but in the early to mid 90s the timing components changed requiring a different timing cover, water pump and pulleys. Biggest question: can I take the engine I have listed above and use a different flat tappet cam other than the roller? Are there performance cams available for that roller motor? The world is your oyster when it comes to camshafts for the "A" series Mopar. Just about every cam manufacturer makes hydraulic, flat tappet, and roller cams for them. Keep in mind that if you get away from a hydraulic cam you will have to buy adjustable rocker shaft ***emblies or adjustable push rods. Personally I wouldnt mess with adjustable push rods. Also: the heads on the motor have small ports under the exhaust ports. What do I do with them if I want to run headers? Stock ex manifolds have provisions for them. The little ports under the exhaust ports are for the A.I.R. system (smog pump) and can be tapped and plugged. We have this resting nicely in a '50 Dodge PU and would like a little more pep than the stock 2 bbl engine (mild cam, 4 bbl carb) but no nasty idle and high rpm power bands. What are my options here? Start with a Mopar Performance catalog. You will find alot of info there. <!-- / message --><!-- sig -->
you have been called..roller rocker stock in the mid 80's... early 318 had come parts carry over..LA 318 67 up to the magnum..was derived from the 273 block..273 and 318 did not interchange heads in early years...only the later 273 would accept 318 heads..angle of the bolts...this is also the issue with the magnum..also the clockis a bit different in mounts..the roller is a internal cast change for the use of the roller lifter..with guide plate...the oiling has to be modified if you go to hydraulic cam...rail rockers are the best feature...nothing to adjust..nothing to go wrong..no sense to add problems where not needed..the 318 can be built but its roots are in long life service and dependablility..
Early 273 had 5/16" intake bolts, later had 3/8". Late 273, 318, 340 used all the same internals with some changes. 340 roller timing chain, hotter cam, earlier 340 had steel cranks as did some 273, 318's. The only difference in the bolcks was the left motor mount boss. 273, 318 were the same 340,360 were the same. 360 used a different bore/stroke combo that the 273,318, & 340. Don't remember the 360, but the others were 3.31 stroke, bore varied for the CID. There is more than these basics, but this is only a beginning on the LA engine. I have them all and swap stuff from one to the other all the time. They are not difficult to understand, just takes a little research is all.
The 73 up stand alone factory electronic ignition is a good piece. If that's what you've got stay with it. A Edelbrock Performer and a small AFB is probably the cheap way out for an intake, swapmeet sourced or otherwise. 88 to 92 308 heads (last three digits of the casting number on the heads) are considered to be the hot setup. I just went to the MOPAR Action website and plugged 308 heads into their search bar. The first thing that popped up dealt with hopping up the very same motor you've got.
I misquoted my own self..it is a roller lifter..not roller rocker....got two of these engines at the house....
rip it out a put a 440 in it.... then duck and run as your wife throws stuff at you for wasting such a m***ive amount of cash.lol.
I just referenced my books/Allpar site..in 1985 Federal 318 engines went to roller lifters...the truck did not see these till 1988 however though produced at the same time..the truck got throttle body injection whereas the last of the rear wheel drive Diplomats etc were left with the ole carb..this I never understood...where was the logic except to know they were phasing them out anyway..???...nor did the RWD sedan get OD that was also introuced to the truck line...instead Mopar retained stock 3 speed and stuck 2.32 ratio 7 1/4 gears in the rear for some stab at economy..at a great loss to off line pulling power..again..they were phasing these cars out and quess they just rode out the inventory and moved on to FWD...
I can see no reason to swap earlier stuff to your fairly late model motor, except Hop Up stuff. The carb and ignition are going to be computer controlled, so change out the intake, carb and dist. No reason to run poly stuff, or earlier stock stuff, except as noted. I'd suggest getting the whole electronic ignition package new (or swap meet). Research the intake, but I think all 318-360 will bolt on. Pick your brand and price. I'd keep the carb small unless you are running really deep gears. A 500-600 CFM should be fine. Again, your money, your choice. I'd also suggest pulling the front cover (check the water p***ages) and check the chain. After that, slap 'er in. I'd hold off on a cam change unless you just gotta. Better to get it running and see how it works first.
Aside from curves, there's really not much difference between the stock electronic distro and an aftermarket. You can hop this thing up for next to nothin'. Get a junkyard distro off any mid-70s V8, then hit up the swap meet and grab an orange ICU, Supercoil, headers, 4bbl intake (the cast iron ones are, indeed perfectly fine, but you could probably score an Edelbrock for 40 bucks) and a 600-650cfm 4bbl carb. The 318 thru 360 intakes will bolt on, but the 360 has bigger ports. In a pinch, I have run them, but it's best to matching things up. However, if I'm not mistaken, the swirl-port heads do match closer with 360 ports than earlier LA 318 ports. There ya go, wake that ****er right up for less than 200 bucks. If you wanna do the cam change later on, might as well do a good double roller chain, too.
anyone know the interchange on later model 360's like out of a 1997 dodge I was wondering if the heads from a 1976 360 will interchange to it. and will it bolt up to a standard dodge bell housing.... Sorry to jack the thread but I actually had gotten on today to ask about dodge interchanges...
You guys can get all the info you are looking for at www.moparts.com They have a street rod section and really good performance info at the racing section. Be forewarned, they don't have much to say about a 318, they think you need more cubic inches. Push the issue about the 318 and you will get what your looking for. Gene
Go to May, 2003 HOT ROD magazine, page 102-103 for a super write-up by Marlan Davis on prepping a 318 to run decently in a '84 Dodge Ramcharger. This article is extremely detailed with specs and part numbers.
just dont go to moparts and post like you can here they will kick your *** off if you so much as spell out the word FART.
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