Poly 318 to 360 swap

Hey I am putting a 360 small block in my poly 318 64 polara and there are some things I want to make sure of. I beleive the push ****on 727 looks like it will bolt right up to it, I just see that one of the dolls dont line up. The torque converter should bolt to the 360 flex plate right ? Also the water pump off the poly is different but has the same bolt pattern and i need the outlet on that side and it has the areas to mount the ps pump and alt. can it be used? Just wanting to make sure I am not missing something. Thanks

 

The water pump changed sides around 1970. The timing cover also changed, as the timing pointer is on the opposite side. And the weighted 360 damper will have the mark on the wrong side for the early timing cover. You can add a new mark if you change the timing cover, or make your own timing pointer.

The 360 is externally balanced, the weight was on the torque converter, so you need to get a weighted flex plate. The early converter uses different splines so you can't put a 360 converter on the early transmission. The change was made around 1967.

I dont recall about the torque converter pilot size, if the hole in the crankshaft is the correct size...so check that. It did cause problems on some earlier Mopar engines.

 

The '62 & up bell pattern is the same, dowels should line up unless you actually have a '61 & earlier ****** in it. The modern T/C fits to the early hemi fine, so it should fit your crank fine. 6 bolt flange?

 

I'm donig this same swap in my 65 Coronet. I was told that if you call Summit, that they have a flexplate that will work for this particular swap. I was just gonna run the water pump as is though and have a hose made that'll work. at least that's the plan as of right now. Good luck and post pics of the swap, as I won't be tearing into mine until the winter.

 

In order to keep the push ****on ****** and use the 360 converter ya gotta change the input spline count from 19 to 24.
Torqueflite 727’s from 1962 through early 1967 were manufactured with 19 spline input shaft ***emblies; high stall and race converters are very scarce for these early units. The transmissions were prone to input shaft sealing ring problems (rear clutch: all forward gears). Upgrading to the later 24 spline input ***embly solves the sealing ring problem and allows installation of readily available high stall converters plus a wide variety of aftermarket and race converters for performance improvements. Conversion is relatively straight-forward and quite easy with a factory service manual for ***istance. The kit includes the following: 24 spline input shaft, 24 spline reaction shaft support (rear half of front pump), new front and rear clutch metal sealing rings, new rear clutch lip seals, br*** # 3 thrust washer (input-to-output shaft), new front pump bushing, new converter neck (pump) seal and pump gaskets.