Mopar 360 heads cc

mopar 360 heads cc

This article will cover the majority of Dodge, Chrysler, and Plymouth V8 engines from through We have compiled a list of the casting numbers for both the cylinder heads and engine blocks, to be used as a reference when searching the junkyard.

It will cover the following five engine families:. The A-series cylinder heads featured polyspheric not hemispheric as found in the FirePower engines combustion chambers, which led to them being referred to as Poly engines.

It came in cubic-inch, cubic-inch, cubic-inch, cubic-inch and cubic-inch displacements, along with a Dodge-specific variant measuring cubic inches, but called a The V8 versions of the LA-series started off with a cubic-inch variant, followed by cubic-inch, cubic-inch, and cubic-inch variants.

Released inthey existed until Available in cubic-inch and cubic-inch variants at first, there were also cubic-inch and cubic-inch B-series engines. They shared most of their architecture with the RB-series, but with a shorter 3. Both the B and RB-series engines featured wedge-style combustion chambers. The iconic Mopar performance engine only existed in a cubic-inch displacement in production vehicles, and is probably the rarest of any on this list.

The casting numbers for small-block Mopar and big-block Mopar are a seven-digit number, which is raised, and usually found in one of two locations. The first would be on the top of the intake runner, under the valve cover. The second location is on the underside of the intake runner on the cylinder head. The two locations in which you can find the casting numbers on Mopar cylinder heads. These numbers are different than the stamped eight-digit number found on the right side of the engine.

That number is the last eight digits of the Vehicle Identification Number. When identifying the block, you want the raised seven-digit number, not the stamped eight-digit number. An example of an engine block casting number. In this case, — an RB-series cubic-inch block, cast June 28, Build your own custom newsletter with the content you love from Street Muscle, directly to your inbox, absolutely FREE!

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mopar 360 heads cc

Subscribe Now. We think you might like No thanks. Classic Ford Performance. Street Rods. Classic Chevy Magazine.Selecting the best cylinder head for your application takes careful consideration and requires weighing many factors so you have the correct casting that matches your engine package. Heads flow air and manage the combustion of the fuel charge and, therefore, are critical for attaining the proper output level.

You need to have your application and performance targets clearly defined so you end up with the correct head. The head must work with all other engine components for the engine to be successful.

mopar 360 heads cc

Once you define your application and what you expect from the engine, you can select a set of heads to best suit this application.

Prepping the heads properly and matching the rest of the engine parts to this head are the key factors to making high torque and power outputs. Looking at the casting number is the most reliable method to identify a head. So the first tip is that the A-engine uses a 5-bolt attaching pattern and the Magnum engines use a bolt attaching pattern. The next tip is that A-engines use a 7-digit casting number and Magnum engines use an 8-digit casting number. Some performance non- production and aftermarket heads are aluminum or cast iron and have unique casting numbers or other logos to identify them.

Notice that the specifications are very similar among production-based heads, but the best spec is the intake valve head diameter, which is 1. Most production LA-engines are more than 40 years old, so the key is having one set of heads in good shape to use in a performance engine. When building a max- performance small-block of hp or more, one of the latest aftermarket cylinder heads produces much more performance than many of the cast-iron OEM heads.

Cast-iron or aluminum Indy heads are an excellent choice. The head provided exceptional performance and was highly desired and sought after for the A-engine.

Cylinder Heads

These were good heads inbut there are better castings in the production head lineup. The head is regarded as the best A-engine casting, and it was in production from about throughbut it was not an exclusive casting. Another aspect of these production heads is that the — 4-barrel engines used heads as part of the E48 high-performance 4-barrel or police option. The head is the best production cylinder head, and it uses a copy of the W2 exhaust port perhaps the best-flowing exhaust port in any small-block head.

It just flows more air. The roof of the intake is raised. With matching valve size, it makes more power.

Introduced in the late s the was one of three castings that were installed on trucks from toso it is difficult to find in the typical junkyard. Mopar Performance began selling these heads around as a service for Mopar Stock and Super Stock racers. Although A-engine production stopped indealers often were lucky to get them when ordering service heads.

Then Mopar Performance sold the castings machined as production heads with 1. It had the same ports as the and they flowed the same; only the casting number changed. The W2 was introduced in the early s. It was probably the best cast-iron small-block head for 40 years.

The W2 has a casting number ofand the large, oval intake ports easily identify it.

mopar 360 heads cc

The W2 was offered as an economy version with cast pedestals; the race version had offset rocker shaft stands. The second-generation W2 was introduced in — The third-generation W2 was unveiled in and is visually different from the first two versions. Two large external ribs were added to each end of the head on the exhaust side and smaller ribs were added on each side of the short head bolts exhaust side.

A closed-chamber version was added at this time, along with the capability to be used with the new degree tappet blocks. This last version is a machining change and not a unique casting.DSR - Parts and Tools.

Torque vs Horsepower — Engine Masters Preview Ep. 31

Drag Racing Technical Info. New and Used Parts. Search form Search. Blogs Contact Search Recent content. You are here Home Mopar Engine Information. Very poor flow characteristics for racing purposes. Can be had in both open and closed chamber versions.

Many later versions included swirl port etc. IMO Any head with a small port like this is not a great candidate for racing use. If you want to make HP don't waste your time with heads I don't care if they are "swirl port" heads or not. JUNK unless you have forced induction. Best upgrade, Have machine shop cut for 2. This alone without touching the rest of the ports, should bring a "J" head into X head territory, and beyond.

IMO this is about as far as they will go. Other drawbacks include weight ironlarge open chambers, a poor flowing exhaust port, and lack of flow above. You can make the intake port flow ungodly 's if you want, but if you can't expel all the burnt Hydrocarbons, the guy in the other lane is goanna WIN.

A LOT of work. For all out racing unless a factory iron head is required by rules, this is not the best way to go. Stock "X" head: See above. No great advantage.

A Guide To Mopar V8 Cylinder Head And Block Casting Numbers

Leave these for the restoration crowd. Aluminum, very light weight. Potential exists for cfm intake flow with a lot of port work. The low and midlift flow 's of a fully ported Edelbrock will flow right with a W-2 until the big lifts, where the W-2 pulls away.

340 X Head Buildup - Return Of The Mad Scientist 340

Nothing the E head can do about it, it was not cast as a race head, therefore it does'nt have the greatest short turn in the world. Similar problem with the factory Iron heads, they die at. Relocated pushrod holes. Requires offset Indy Rockers. Uses stock intake and headers. The initial enthusiasm has worn off, when guys started putting these on flow benches and found they were no better than fully ported regular E heads at a higher cost Brodix B1-BA: Cast Aluminum.Dyno proven packages.

What combo of parts works good together to produce a wide power band but is still very streetable? Here you are. These are proven dyno tested motors so you have no guess work at all. Package one: Rebuilt with factory crank and rods. Cast 9 to 1 compression flat top pistons. Heads are "" swirl port heads fromrebuilt with competition valve job and a slight mill to true up the surface. Camshaft is MP P Heads are "J" castings with 2.

Timing set at a total of 32 degrees. Cam is an Edelbrock RPM with. Factory iron heads from a motor opened to 2. Bowls lightly blended and runners lightly cleaned up. TRW flat top cast pistons rated at Comp Cams Magnum hydralic cam. This cam has a. Intake is an Edelbrock Torker II. Topped with a Carter TQ with.

Timing was set at 34 degrees total. Package six: Rebuiltbored. Factory windage tray installed. Holley H. Comp Cams AH-8 camshaft with.

This motor is a brute for a street car and would only be considered a weekend blaster.Glenbrook is an online mechanics writer, who enjoys rebuilding and modding classic Chrysler cars. The Mopar is the easiest and cheapest way to build a fast small-block Mopar.

It makes more power than the and it's a lot cheaper to build than a It's also the easiest to find. After-market support for the is great, and with the right parts, it can easily make horsepower and still have great street manners. If you need more inches, it's easy to drop in a stroker crank and get cubic inches. If you want an affordable high performance small-block Mopar, the small block is your best choice.

Parts and information are easy to find, and since it's a fairly popular engine, they are not too expensive. Why is the the best choice for a high performance small-block Mopar?

Size and availability. The is a great engine, but it gives up too many cubic inches in a purely performance application. The makes an awesome performance engine, but it's rare, hard-to-find, and expensive. That leaves the The does have a better performance reputation, but the is actually a pretty good choice too.

It offers 10 more cubic inches than the popular Chevy, along with shaft-mounted rocker arms and a better rod ratio. Parts availability is almost as good as the small-block Chevy, if a little more expensive. It's pretty easy to get HP from a Mopar using mostly stock type parts. With the right modifications, you can get up to HP on pump gas without nitrous or other power adders.

This book covers both the earlier LA series and later Magnum small blocks so it doesn't matter what style you have. There's an old racing proverb that says, "there's no replacement for displacement. In the past, this could be very expensive. However with the proliferation of low-cost, semi-custom parts, this is no longer always true. For example if the crankshaft in your needs to be reground, it's almost just as cheap to by a new cast one from Eagle or Scat.

Or maybe your stock crank is OK, but you want to upgrade to a forged crank. In both cases, the stock stroke 3.Cars by name Trucks and Jeeps. The reason for two listings is that roller-cams and lifters hit Chrysler sedans and such 3 years before hitting trucks.

I had previously owned a Dodge Ram D A 4x4 to 2-wheel conversion and a tranny swap later from a Torqueflite with a NP-Transfer case over to a straight up and a soon-to-be-built custom driveshaftI was almost there. The TPI throttle point injection — the proverbial toilet bowl-predecessor to multi point fuel injection, using a single fuel injector equipped V8the stock mill, was found to be cracked.

The previous owner had decided to drive it through one too many cold streams and swamps on his hunting trips. Coolant and oil were mixed throughout.

The motor had to be scrapped it was saved in the backyard as a reference, and still sits there at the time I am writing this article. First, Chrysler finally switched from standard hydraulic lifters and matching camshaft over to a roller hydraulic lifter and thus a new matching camshaft. The roller design allowed for a steeper cam profile, and thus a more precise valve-train actuation.

Second, no more carbureted intake — but that blasted 2 barrel TPI fuel injection intake. Third… the heads. Oh yes, the heads are oh so different. While the basic casting is the same, the fine points are not.

To make better use of the benefits of fuel injection, swirl intake ports were introduced. Also, to accommodate a slightly changed pushrod angle the new roller lifters were taller than the previous standard hydraulics the push rod guide holes in the cylinder heads were changed from roughly 0. Upon measurement, this was confirmed to within an accuracy of 0. Push rod length changed from about 7. There are other changes and modifications for this model year, obviously, but that is not the purpose of this log.

I was, of course, wrong. Thanks to my former employer and long time friend, Carrie Sweeney, I was given a not Magnum! LA block… free of charge. Upon opening it up, it looked like a million bucks. Clean and clear throughout, only minimal wear. Pistons, rods, cam… everything was re-useable.Outroad Rebels Links.

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 casting cylinder heads that have 2. 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 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 constituted "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. 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. 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.


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