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decent 360 build

7K views 24 replies 11 participants last post by  Direct Action Motorsports 
#1 ·
What is a good decent build for a 360 in a 84 rc. Never really any off road just lookin for decent street performence. Rv cam, 30 over,.. ??
 
#2 ·
Are there any Test emission restrictions in Canada?
If not, build it like you put: 30 over with RV cam. Want more?
Go to higher compression with better heads (Aluminum Edelbrock type) and aluminum intake with tube headers.
 
#3 ·
Anything older then 88 dosent need e testing. Do u got any idea what the power/torque would be on that type of build.
 
#4 ·
260-300hp 350-400TQ Thats what i here with a 8.5 pistons 3 valve angle job on your heads and a
camshaft in the 260-268 duration range. Overbore only do what is ment to be done. Lets
say you need a .15 overbore over bore it .20. Never bore a motor out more than it needs too
be. I do think back to the comando 360 crate motors there was a 300hp and a 365hp
one. The 300hp one was a reg production 360 with 8.5 pistons a mopar 450/455 cam
and a M1 dual plane intake 600 cfm carb and small tube headers. also had 1.88 valves. Most
of your power made or loss would be in the cam you pick. My 3 cams for a mopar would
be the mopar 450/455 A hughes grid or engle. If I did my 360 build over again i would of
ran the mopar 450/455 or talked to hughesengines more. lost my job had to save some money.
My 360 with a 0.40 overbore 8.75 C/R Summitt 262 cam 3angle valve job with 1.88 intake
valves mildly ported heads on both sides with a portmached perfomer. I had 2 people
run my engine on a desk top dyno and got 2 way diff numbers a 278hp4600rpm
and 386tq2700rpm the second was 307hp 4900rpm and 410 3000rpm I tend to beleave
I`m closer to the first set of numbers that was with 1-5/8 headers with both numbers
 
#5 ·
Flat top pistons of choice (I used Keith black 107's) Sealed Power also makes some
Full Grove Main Bearings (Oil to the Roda ALL the Time)
High Volume Oil Pump (NOT High Pressure, This goes with the bearings)
Timing Chain Tensioner (Cloyes PN #9-5387)

I used Jegs Cam #555-200160 Lift: .420"/.442" which I am very happy about good all around power with most of it low in the RPM range. According to Desktop Dyno 322 HP @ 4500 RPM & 444 Ft-Lb @ 3000 RPM

I am big on reliability upgrades over Hp upgrades I didn't need high HP I wanted all the TQ I could get having a 6K Lb truck. I added a windage tray, studs,ARP Rod Bolts,Deep Oil Pan, Remote Filter.

It was a quick build I will probably add a Hughes cam
 
#7 ·
As far as headers go I'm gonna try and stay away from them I'm having a bad eperiance with them on my truck now ever since I put them on they have leaked atleast 15 times I've had to change the gaskets and they are so dam rusty I'm suprised there isn't holes in them I'm used heat paint and treated them and everything. I was talkin to a guy he said I can have my manifold polished and ported on the inside for better flow. Is this true? I'm thinkin I'm gonna keep my stock intake I hear that's a decent intake even stock. I'm gonna look into this stuff see what its gonna cost me.
 
#9 ·
So r u sayin I should try and get a hold of magnum manifolds?
 
#12 ·
I was talkin to a guy he said I can have my manifold polished and ported on the inside for better flow. Is this true?

What you probably heard on the P&P was a product/procedure called 'Extrude Hone' It is a procedure where a abrasive 'clay like' .........uh.... clay with abrasives combined that is forced through your manifold and this effectivly sands the interior, and if done several times actually removes some metal and in the process shines and smooths the interior. I'm not sure if they are even a Company still?
 
#14 ·
smokey y said:
bogie those 107 KB i thought were 10-1 pistons how does it run 87 octane with iron heads
Remember his final compression ratio is also dependent on the combustion chamber size, head gasket thickness, etc, etc. so his compression could be lower (or higher). I didn't see which heads Bogie had used.

Head vol.- Comp.ratio for the KB107's
62cc -10.9
64cc - 10.7
68cc - 10.2
72cc - 9.8
 
#15 ·
Gohot said:
I was talkin to a guy he said I can have my manifold polished and ported on the inside for better flow. Is this true?

What you probably heard on the P&P was a product/procedure called 'Extrude Hone' It is a procedure where a abrasive 'clay like' .........uh.... clay with abrasives combined that is forced through your manifold and this effectivly sands the interior, and if done several times actually removes some metal and in the process shines and smooths the interior. I'm not sure if they are even a Company still?
Extrude honing is a common machining process mostly used to open up stock intake/exhaust manifolds for increased flow.
 
#16 ·
Sorry guys I didn't have much time to reply. My CR did come out to 9.7x:1 power is vastly improved over the original 360 mileage is probably a bit better then is was but I really need a new carb to get it optimized. It has a 650 Holley on it now that I have had nothing but problems with it will be getting a carter soon. As far as gears go its not bad with 4.11's and 37's cruising at 70 is about 2300 RPM if I had better access to offroad it more gears might help but I'll just use low range.
 
#17 ·
Mopar1984 said:
As far as headers go I'm gonna try and stay away from them I'm having a bad eperiance with them on my truck now ever since I put them on they have leaked atleast 15 times I've had to change the gaskets and they are so dam rusty I'm suprised there isn't holes in them I'm used heat paint and treated them and everything. I was talkin to a guy he said I can have my manifold polished and ported on the inside for better flow. Is this true? I'm thinkin I'm gonna keep my stock intake I hear that's a decent intake even stock. I'm gonna look into this stuff see what its gonna cost me.
The company is http://www.extrudehone.com/ . I wouldn't do it for the intake, since that isn't very restrictive, but the exhaust, in general, is more the issue. I have the Magnum manifolds, with the Extrude hone proce$$, and dual exhaust.

If you go with the Mag exhaust, you will need to modify your pipes. For the LA engines, the dump is in the center. The Magnum dumps in the rear. It would be quite helpful for you if you could find the down pipe (91-93 5.2, or '93 5.9) at a salvage yard. They are no longer reproduced and custom work adds a lot to the cost.
 
#19 ·
mttaff said:
Bogie, what heads are you running? Ive got the 107's and im thinking of running the 318 heads. i think they have 1.88 valves if im not mistaken. good or bad?
Generally a bad idea. If it were a stock motor and the heads were really worked it wouldn't be a great idea but since you'd be putting in high compression pistons it makes it less of a good idea. Better to just run stock heads or some other 360 heads.

318 heads flow like junk except the Magnums. 318 heads from '67-'91 have 1.78 int 1.50 exhaust and small narrow intake ports. They can not be opened up to 360 port size reliably.

Magnums are pretty close in flow on the intake to stock 360 heads (less because of smaller intake ports) and flow more on the exhaust. But they also have closed chambers and swirl ports.
 
#25 ·
I had a 69' 440 running 10.25:1 compression that didn't ping at all running 91 octane pump gas when I was in Reno, Nv. Elevation is around 5000' but when I drove it down to near sea level I had to add about 25% 108 octane race gas to get it to stop pingging.  Depending on the elevation you are at, it can really effect how you build your engine.
 
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