5.7L heads on old school mopar small block?

just want to know if the 5.7L Hemi heads will fit on a 1971 318 block. the 5.7 works to be just over 347 cubic inches and i know 340 heads will fit on a 318. i want to know if the 5.7 heads have a layout similar to the 318 or 340 heads. I want to build a small block Hemi and i dont want to just go and buy an older Hemi like a 331

 

They will not fit. Completely different.

 

ok thanks, i dont know alot bout the about the new line of hemis

 

Rod and Custom Machine used to make hemi heads for small blocks for something like $8000. I don't think they still make them though. That would just about be your only chance for a 273,318,340,360 hemi. I think maybe both LA blocks and new hemis have 4.46 bore spacing but the water p***ages would probably be way off.

 

I got the Idea from Rod and custom machine but didn't want to spend the 8 grand for a set of heads

 

Bigroy, lots of mopar info over at allpar.
http://www.allpar.com/mopar/new-mopar-hemi.html

It's a good idea to do a little research before asking. If the answer is all over the net and you ask the same question, people may think you are not grasping with all your fingers....

 

didn't stage 5 offer a small block hemi conversion head?

 

Build up a set of oldschool w-2's...............

 

The search function is your friend....this info may open your eyes to possibilities......


<TABLE cellSpacing=0 cellPadding=10 border=0><TBODY><TR><TD>[FONT=arial, helvetica]<CENTER>360 Cylinder Head Comparison
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© 2002 Brian F. Schreurs
Even we have a disclaimer.
<CENTER>And yet they are neither cylindrical nor head-shaped. Go figure.</CENTER>[/FONT][/FONT]</TD><TD style="BORDER-RIGHT: black 1pt solid; BORDER-TOP: black 1pt solid; BORDER-LEFT: black 1pt solid; BORDER-BOTTOM: black 1pt solid" bgColor=#ffffff>[FONT=Arial, helvetica] The plan was to re-use the stock cylinder heads, perhaps ported slightly. Well, just like any other gearhead, sometimes the Perfect Deal comes along that is too good to walk away from. In our case it was a set of 1974-casting 360 cylinder heads that have 2.02" valves, double valvesprings, some port work, and looks like maybe a bit shaved, all for $200. Later, these will go to a machine shop to be cleaned, magnafluxed, and flow tested; once that money is spent, we'll know whether we got a steal or got took.
Still, until these guys came along, we were waffling between cleaning up the stockers that came on our 1986 engine or adapting a set of Magnum heads. The Magnums fit, though they differ in enough ways that we'd have to pay attention to what we're doing. Paying for high-buck aftermarket heads was out of the question. So, to get an idea of what cons***uted "good" flow numbers versus "bad" flow numbers, we started compiling this chart.
This chart is a collection of published flow numbers for different types of cylinder heads. They are sorted by max intake flow at 0.500" lift, which is frankly a completely arbitrary way of doing it. Our reasoning is that we are looking for high flow at higher rpm. But that doesn't mean that heads higher on the chart are necessarily "better". As a good example of this, note how the W2 cylinder heads are ranked higher than the Edelbrock heads, because at 0.500" lift the intake side flows better. But if you compare the heads across the board, the Edelbrock heads outflow the W2 heads at almost every other point during the cycle. Chances are, the Edelbrock heads probably provide more useable horsepower even if the peak numbers are slightly off. So, it's important to study the complete chart, not just the single data point.
Now, everyone always says that cylinder head numbers are not comparable, that the same set of heads can flow differently on different benches. That is like saying that dragstrip timeslips from two different tracks are not comparable. While it is true that you wouldn't want to treat the exact numbers as gospel, having a look at the flow table at least gives a general idea of what certain heads are capable of producing.
<CENTER><TABLE width=800 border=1><TBODY><TR><TD rowSpan=2>No.</TD><TD rowSpan=2><CENTER>Head Type</CENTER></TD><TD colSpan=7><CENTER>Intake</CENTER></TD><TD colSpan=7><CENTER>Exhaust</CENTER></TD></TR><TR><TD>0.05</TD><TD>0.10</TD><TD>0.20</TD><TD>0.30</TD><TD>0.40</TD><TD>0.50</TD><TD>0.60</TD><TD>0.05</TD><TD>0.10</TD><TD>0.20</TD><TD>0.30</TD><TD>0.40</TD><TD>0.50</TD><TD>0.60</TD></TR><TR><TD>1</TD><TD>994 W2 Econo Mildly Ported</TD><TD>N/A</TD><TD>60</TD><TD>127</TD><TD>184</TD><TD>232</TD><TD>274</TD><TD>302</TD><TD>N/A</TD><TD>50</TD><TD>105</TD><TD>154</TD><TD>185</TD><TD>200</TD><TD>208</TD></TR><TR><TD>2</TD><TD>915J Fully Ported, 2.02" Valves</TD><TD>N/A</TD><TD>62</TD><TD>130</TD><TD>186</TD><TD>239</TD><TD>272</TD><TD>277</TD><TD>N/A</TD><TD>52</TD><TD>101</TD><TD>132</TD><TD>166</TD><TD>173</TD><TD>178</TD></TR><TR><TD>3</TD><TD>994 W2 "Econo"</TD><TD>N/A</TD><TD>59</TD><TD>122</TD><TD>182</TD><TD>229</TD><TD>263</TD><TD>265</TD><TD>N/A</TD><TD>51</TD><TD>110</TD><TD>154</TD><TD>173</TD><TD>176</TD><TD>174</TD></TR><TR><TD>4</TD><TD>Edelbrock Mildly Ported</TD><TD>N/A</TD><TD>72</TD><TD>135</TD><TD>191</TD><TD>233</TD><TD>260</TD><TD>260</TD><TD>N/A</TD><TD>69</TD><TD>113</TD><TD>142</TD><TD>164</TD><TD>176</TD><TD>183</TD></TR><TR><TD>5</TD><TD>587 Fully Ported, 2.02" Valves</TD><TD>32</TD><TD>63</TD><TD>126</TD><TD>181</TD><TD>230</TD><TD>253</TD><TD>241</TD><TD>24</TD><TD>57</TD><TD>95</TD><TD>132</TD><TD>132</TD><TD>160</TD><TD>179</TD></TR><TR><TD>6</TD><TD>W2 Mopar Perf.</TD><TD>N/A</TD><TD>69</TD><TD>120</TD><TD>173</TD><TD>215</TD><TD>244</TD><TD>254</TD><TD>N/A</TD><TD>63</TD><TD>113</TD><TD>142</TD><TD>148</TD><TD>151</TD><TD>151</TD></TR><TR><TD>7</TD><TD>Edelbrock</TD><TD>N/A</TD><TD>72</TD><TD>126</TD><TD>179</TD><TD>224</TD><TD>239</TD><TD>242</TD><TD>N/A</TD><TD>66</TD><TD>110</TD><TD>139</TD><TD>158</TD><TD>170</TD><TD>176</TD></TR><TR><TD>8</TD><TD>051 Fully Ported, 2.02" Valves</TD><TD>40</TD><TD>77</TD><TD>137</TD><TD>186</TD><TD>225</TD><TD>228</TD><TD>224</TD><TD>27</TD><TD>52</TD><TD>104</TD><TD>140</TD><TD>159</TD><TD>168</TD><TD>175</TD></TR><TR><TD>9</TD><TD>894 Stock 340X</TD><TD>32</TD><TD>58</TD><TD>125</TD><TD>172</TD><TD>208</TD><TD>221</TD><TD>210</TD><TD>22</TD><TD>45</TD><TD>95</TD><TD>122</TD><TD>135</TD><TD>140</TD><TD>142</TD></TR><TR><TD>10</TD><TD>915J Stock</TD><TD>N/A</TD><TD>66</TD><TD>123</TD><TD>170</TD><TD>206</TD><TD>220</TD><TD>216</TD><TD>N/A</TD><TD>63</TD><TD>110</TD><TD>135</TD><TD>145</TD><TD>148</TD><TD>148</TD></TR><TR><TD>11</TD><TD>140 Magnum R/T</TD><TD>34</TD><TD>70</TD><TD>137</TD><TD>181</TD><TD>209</TD><TD>211</TD><TD>211</TD><TD>24</TD><TD>62</TD><TD>111</TD><TD>142</TD><TD>163</TD><TD>168</TD><TD>171</TD></TR><TR><TD>12</TD><TD>137 Magnum</TD><TD>31</TD><TD>60</TD><TD>118</TD><TD>165</TD><TD>195</TD><TD>209</TD><TD>205</TD><TD>23</TD><TD>54</TD><TD>99</TD><TD>131</TD><TD>167</TD><TD>138</TD><TD>138</TD></TR><TR><TD>13</TD><TD>596 Stock</TD><TD>27</TD><TD>53</TD><TD>107</TD><TD>159</TD><TD>185</TD><TD>199</TD><TD>193</TD><TD>22</TD><TD>48</TD><TD>89</TD><TD>114</TD><TD>121</TD><TD>123</TD><TD>124</TD></TR><TR><TD>14</TD><TD>051 Stock</TD><TD>30</TD><TD>50</TD><TD>113</TD><TD>165</TD><TD>188</TD><TD>193</TD><TD>189</TD><TD>23</TD><TD>49</TD><TD>97</TD><TD>123</TD><TD>133</TD><TD>137</TD><TD>137</TD></TR><TR><TD>15</TD><TD>576 High Swirl</TD><TD>31</TD><TD>62</TD><TD>112</TD><TD>160</TD><TD>182</TD><TD>192</TD><TD>187</TD><TD>23</TD><TD>55</TD><TD>99</TD><TD>119</TD><TD>126</TD><TD>128</TD><TD>130</TD></TR><TR><TD>16</TD><TD>587 Stock</TD><TD>27</TD><TD>52</TD><TD>107</TD><TD>162</TD><TD>195</TD><TD>191</TD><TD>192</TD><TD>22</TD><TD>46</TD><TD>87</TD><TD>112</TD><TD>121</TD><TD>124</TD><TD>126</TD></TR></TBODY></TABLE></CENTER>
1. Tony West's Rollin' Thunder website, www.geocities.com/alwest_83/
2. Moparts, Carl's Tech Archive, "974 Flow Test Results, Part 2", 2-19-2002, www.moparts.com
3. Tony West's Rollin' Thunder website, www.geocities.com/alwest_83/
4. High Performance Mopar magazine, 7-1999.
5. Car Craft magazine, 2-2002.
6. High Performance Mopar magazine, 7-1999.
7. High Performance Mopar magazine, 7-1999.
8. Mopar Muscle magazine, 1-2000 & 2-2000.
9. Mopar Muscle magazine, 1-2000 & 2-2000.
10. High Performance Mopar magazine, 7-1999.
11. Car Craft magazine, 2-2002.
12. Car Craft magazine, 2-2002.
13. Car Craft magazine, 2-2002.
14. Mopar Muscle magazine, 1-2000 & 2-2000.
15. Car Craft magazine, 2-2002.
16. Car Craft magazine, 2-2002.

<TABLE align=left border=1><TBODY><TR><TD><CENTER>Factory Casting Cheat Sheet

</CENTER>
051 318/360 1977-83137 Magnum140 Magnum R/T308 360 Swirl? 1989-93587 340/360 1973-74; 1976596 318/360 1977-83915 340/360 1970-72974 360 1975-76994 MP W2 Econo</PRE></TD></TR></TBODY></TABLE>As with anything made by the factory, it's important to keep in mind that factory tolerances are not exactly what we'd call "precision machining". Tony West's website has a page that compares several 915J heads and he shows a 50 cfm difference at 0.500" lift between the worst heads and the best. Of course, Mr. West doesn't provide citations for his flow numbers, so it's not easy to verify them. But still, the evidence definitely indicates that factory castings with 2.02" intake valves and a really thorough porting job are able to return flow numbers in the same ballpark as the best performance heads. The question then is primarily one of cost. Who is doing the porting job? The home porter could save a bundle by spending a couple of days cleaning up stock castings. But someone who is not inclined to get dirty might find it more economical to buy the performance heads rather than pay labor charges on a substantial reworking.
Considering the variation in the flow numbers of stock castings, it might be a good idea to have any set of stock castings flow tested after cleaning but before modifying. That way there will be a baseline for those specific heads, eliminating any guesswork about performance gains. We've also presented a factory casting number cheat sheet. Most casting number sheets list the data chronologically, which is least helpful when you've got a set of heads sitting at a swap meet and you wonder what they fit. Using this sheet, just take the last three digits of the casting number and see where they came from. This sheet only lists heads that were installed on 360 engines, though as the chart shows, the same castings were often used on more than one engine type. Our data after 1983 remains sketchy so we will add to the chart as we learn more.
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Hope this helps.....now go forth and hotrod young man!!!!!

 

Just build a 5.7 hemi of you want a hemi and want to use 5.7 heads Engines are now easy to find. I have had 2 so far. One was free. They bolt up to the 318 trans and Momma mopar even makes an adapter Flex plate.
Don