I have a 360 I want to put in a 64 dart. Someone told me i will not be able to use the 64 motor mounts, anyone know what mounts I need??? Thanks in advance!

You need a pair of 64-66 A body 273 V8 mts. at least the metal brackets as the /6 insulators are the same. BM 10239 (iirc) flexplate to mate the ecternally balanced 360 to an internally balanced 904 TC and a spacer ring for the converter nub that fits into the crank recess. Cant recall right now who sells it. Pattys Torqueflites maybe. the 273 V8 ex manis fit but are extremely restricted. reportedly the truck magnum ex manis fit with a slight amt of work on the DR side unit. & get the 92/early 93 large port ones which have a ~2&5/16" outlet as opposed the the 1&7/8 (iirc) of the later ones which is what the 273 logs have. A set of good early ones will run you $100 + the ride & well worth it. You might be able to run the good 68-70 340 HP ex manis by shortening the OE coupler about half its original length. Mockup & check fit as stackup of tolerances on early A's was bad on occaision. Another option (I ain't tried it tho) is one of those steering col extensions (firm feel?) with a manual steering box & use the shorter PS inner st col shaft then use that extension to make up the length & it reportely will slide by the mani whereas the coupler would not withougt shortening it half which ain't hard to do. Use the early iron pump if your rad nipple is on the DR side and the 70 up alumpump if it is on the pass side & make a new pointer or remark dampener as needed. there's 2 pass car sort of "center sump" pans & on both the sump is ~8" long front to rear but on one the sump is further forward & might hit the rear Kmember lip. one the sump starts ~2" from a vertical plumb line straight down from the very front pan lip & the other it starts at 4". I think you might have to use the ~4" back one. 392 (~4") and 876 (2") rings a bell but I will check & each one does take a different (matching) pickup. If I think of anything else I will holler PS you will add a few washers to the mt on the one side (I forget which), hold the mt up to the block & you'll see/its easy. EDIT hold the one mt up to the block & you'll need to weld on an ear (the MP picture for this goes to another vehicle/printing error) then drill a hole in the added piece for a bolt & it sounds harder that it is, mockup you'll see. if it is a /6 car you will need a 64-66 V8 center drag (steering) link & they're going for around $75 now. cant find/confirm the pan #'s yet

The drivers sides of the motor mount bosses on the 340 and 360 blocks are either wider or narrower(CRS) than the 273 and 318 blocks are.I have seen racers use flat washers as spacers on the wrong mounts to make the motors bolt in the chassis they where working on, if you have the correct year 273 mounts for your car you should be golden Worst thing is you may need to have that side modified to make it fit the way you want it to I have a 1965 dart 270 that I'm making into a S/P car with a BB in it, it still has the stock inner fenderwells so they may end up being removed for the headers Not sure yet, I'll slide the motor back as far as I can and not cut the firewall up to make it fit. IHTHs

Schumacher ( http://www.engine-swaps.com/ ) makes a nice conversion mount for a fair price if it's in your budget. Spacers (washers, etc...) will work just fine though.

The stock 273 mounts do not just bolt up, you have to add to the mount to properly bolt it to the 360, the MP book has the details. The 273 mount is wider than the 360 ears, but spacers work just fine on the street too.

only thing I can find online showing the missing part and how to add it.

Correct me if I am wrong but no one has mentioned the need for a V-8 Center link ???

Is there such a thing in the 1964 to 1966 Dart and Baracuda V8 cars

Yes there is, the /6 one is pretty much straight across, the V8 has a dropped center section, forgot about that one. Never converted an early A to V8.

I think you're wrong there. I'm pretty certain that the K-frames in EARLY (64-66) a-bodies were the same, whether /6 or V8. Can't remember if that included the 60-63's...

early (64-66) A body, /6 vs (273) V8: kmembers are the same/center drag link is different. Some kmembers had mt holes for sway bar brackets to bolt on (dont know the whole scoup on that issue). EDIT 273 (V8) was a mid 64 model year introduction

You'll have to take a hammer to the lip in the trans tunnel to get a 727 in, and the most fun part will be getting headers that fit.

Talking about centerlinks not K members.

agreed, make slits & hammer it flat in sections and to do it more professionally cut/grind it out & (re) weld the pinchweld there & that is more for adding some strength into the body. In some cases with a 727 you'll need to cut/reweld some of the floorpan for clearance. The BEST plan is simply a 904 as you'd need a killer SB to outrun what a built 904 can hold up to. Herb McCandless told me that Hooker super comps 5205 (the 1&7/8 ones) will fit & the DR side did & I had to mod 2 tubes on the pass side (not difficult). Fenderwells are a pain but it makes for a freeflowing setup & subframe connectors required. run 14"s or low profile 15's & neg caster & space the eng/trans forward a hair all to gain critical tire to header clearance (it wants to rub). I saw a pic of a '66 dart with a 440 & max wedge manifolds & it fit! that sure get you away from the headache of fenderwells but they are heavy & are pretty close to a grand at Mancini's. there was a set of prototupe alum! max wedge manis on eBay that went up in the thousands of dollars. EDIT most or at least quite a few 727 apps will need pinchweld work, mockup first MORE EDIT the 5205's were for a BB projext not SB, those are Hooker 5208's (I have a set) & reportedly perfect fit but I ain't got that far yet as we (all) know too many projects at same time

confirmation on the 360 "center sump" pan #'s 392-4" and 876~2". the 392 uses a pickup with a long smooth radius bend and the 876 uses one with sharp bends, pics if I can get my camera info uploaded

Put 340s in 2 different /6 '65 Valiants. One had to have a little hammer work on the tunnel lip. Didn't have to swap the center link on either car. Maybe Chrysler used both links coming down the line. First one used a complete exhaust system from a '68 Formula S 'cuda- manifolds to tips. Seems like we (Dad and I) had to clearance the left manifold around the steering sector. 2nd one had fenderwell headers. Dad made the mount like Supercuda was talking about.



Tim