273/318 heads
#512160
10/31/09 07:31 AM
10/31/09 07:31 AM
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Joined: Jun 2003
Posts: 3,325 Truckville, the capital of NY
85_Ram_4speed
OP
master
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OP
master
Joined: Jun 2003
Posts: 3,325
Truckville, the capital of NY
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I have a couple sets of 273/318 heads sitting around for whatever reason. Besides the "308" heads, are any other heads worth keeping? I can get the casting numbers later, but they are just common heads i believe.
Outcast Dodge guy.
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Re: 273/318 heads
[Re: 85_Ram_4speed]
#512161
10/31/09 11:51 AM
10/31/09 11:51 AM
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Joined: Jan 2003
Posts: 14,610 Not2farfromNashville, TN
Rug_Trucker
I Live Here
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I Live Here
Joined: Jan 2003
Posts: 14,610
Not2farfromNashville, TN
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There is a 318 truck motor head with no exhaust crossover, no idea of the casting number. 302's, and the 920 273 heads.
"The only thing to do for triumph of evil is for good men to do nothing"
"NUNQUAM NON PARATUS!"
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Re: 273/318 heads
[Re: 85_Ram_4speed]
#512162
10/31/09 11:57 AM
10/31/09 11:57 AM
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Joined: Jan 2005
Posts: 12,419 Kalispell Mt.
HotRodDave
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I Live Here
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Posts: 12,419
Kalispell Mt.
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Open chamber 318 heads are not even worth their weight in scrap iron. If they are closed chamber heads like the 920 or 302 they can give average 70s and 80s motors a bump in compression and the 302 head is good for MPG motors because of their high swirl charicturistics, even then they are not worth a lot. The older 315 casting 273 heads are small closed chambers also but need early 273 intakes to match the intake bolt pattern. There is at least 1 other early 273 casting but I can't remember the number. Also the 714 is a really late 318 head just like the 302.
I am not causing global warming, I am just trying to hold off a impending Ice Age!
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Re: 273/318 heads
[Re: classof65]
#512164
10/31/09 04:01 PM
10/31/09 04:01 PM
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Joined: Jan 2005
Posts: 12,419 Kalispell Mt.
HotRodDave
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I Live Here
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Kalispell Mt.
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Not going to start a war with me, I do think the closed chamber 273 heads are the best for 273s, no chamber overlap like a 302 head and I thought they flowed more not less than the 302 They made great power in the 273 4bbl motors. I put a set of 315 on a 318 roller motor and it made plenty of tq for the full size conversion van it was in, I had to mod the intake bolt holes and PR holes but it ran better than the 302 headed motor ran. I do not have a 315 head right now but I do have some 920s that should be legal and use the normal intake bolt angle and when I had them next to a 315 I couldn't find any significant differances, mabey you could fill us in
I am not causing global warming, I am just trying to hold off a impending Ice Age!
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Re: 273/318 heads
[Re: classof65]
#512165
11/01/09 12:13 AM
11/01/09 12:13 AM
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Joined: Feb 2003
Posts: 16,146 Mesa, Arizona
dart4forte
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Posts: 16,146
Mesa, Arizona
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Quote:
If you have a good set of 315's, let me know. They are, at least on a 273 in NHRA legal configuration, the equal of, if not superior to any other legal number including the vaunted 302's (which we are currently working with)
All I submit is this - the dyno is the dyno and the ET slip is the ET slip. 315's are a great choice for the 273. The odd angle of the bolts does cause a bit of a problem, but it is only a matter of some end mill modification to fix a later intake to bolt down properly.
Not trying to start a war or be ugly, but we don't get behind the wheel of a flow bench, it is only one tool and doesn't tell the whole story.
Peace, Rev. Mopar (Class of 65, 32 time IHRA and NHRA national record holder)
Hey Rev, if you need a set of 315's I have a set. I need a set of 920s for a Bonneville motor.
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Re: 273/318 heads
[Re: classof65]
#512166
11/01/09 07:48 AM
11/01/09 07:48 AM
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Joined: Jan 2003
Posts: 25,200 Upper Midwest
MoparforLife
Too Many Posts
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Too Many Posts
Joined: Jan 2003
Posts: 25,200
Upper Midwest
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Quote:
All I submit is this - the dyno is the dyno and the ET slip is the ET slip. 315's are a great choice for the 273. The odd angle of the bolts does cause a bit of a problem, but it is only a matter of some end mill modification to fix a later intake to bolt down properly.
Not trying to start a war or be ugly, but we don't get behind the wheel of a flow bench, it is only one tool and doesn't tell the whole story.
<The truth be told>
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Re: 273/318 heads
[Re: classof65]
#512168
11/01/09 04:58 PM
11/01/09 04:58 PM
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Joined: Jan 2005
Posts: 12,419 Kalispell Mt.
HotRodDave
I Live Here
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I Live Here
Joined: Jan 2005
Posts: 12,419
Kalispell Mt.
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Have you ever used/tested/looked at the 920 head? Are they legal? I assmue you know what they are but for the other guys that don't, they are the 67 only 273-318 head.
I am not causing global warming, I am just trying to hold off a impending Ice Age!
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Re: 273/318 heads
[Re: HotRodDave]
#512169
11/01/09 05:06 PM
11/01/09 05:06 PM
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Joined: Nov 2003
Posts: 36,040 Lincoln Nebraska
RapidRobert
Circle Track
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Circle Track
Joined: Nov 2003
Posts: 36,040
Lincoln Nebraska
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Reverend, slightly off topic. I have an 80's 318. would one of these earlier closed chamber heads benefit my low rpm mileage effort. I would not want to redrill my intake but one of the other ones?
Last edited by RapidRobert; 11/01/09 05:07 PM.
live every 24 hour block of time like it's your last day on earth
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Re: 273/318 heads
[Re: RapidRobert]
#512172
11/02/09 02:41 AM
11/02/09 02:41 AM
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Joined: Feb 2007
Posts: 1,025 Las Vegas, NV
dodgeboy11
super stock
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super stock
Joined: Feb 2007
Posts: 1,025
Las Vegas, NV
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Quote:
Reverend, slightly off topic. I have an 80's 318. would one of these earlier closed chamber heads benefit my low rpm mileage effort. I would not want to redrill my intake but one of the other ones?
I'd use magnum heads for a mileage setup. Interesting thing with my 360, I have inverse domed KB hyper pistons sticking .004-.005" out of the deck with mopar magnum R/T heads. On the dyno I started with 36 degrees timing and it made 382 hp. Taking the timing down to 32 and it was up to 388. Tight quench with the magnum chamber is apparently very efficient. Car was getting 14 mpg with 3.91 gears and not what I'd call a light foot. 3100 lb challenger. 294 hp to the wheels. 904 transmission. Only difference from the chassis dyno to the engine was crap kinked 2.5 inch exhaust and E body chassis headers to circlie jerk headers through the dyno's 4" pipes. Anyway, know it's off topic, but it might help some people...
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Re: 273/318 heads
[Re: dodgeboy11]
#512173
11/02/09 07:36 PM
11/02/09 07:36 PM
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Joined: Jul 2003
Posts: 394 Tennessee
classof65
enthusiast
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enthusiast
Joined: Jul 2003
Posts: 394
Tennessee
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Yes, I think the 273 heads, the 315's in particular because I know more about them, would benefit your effort.
Now I will instigate as I'm sure my humble opinion will be TROUNCED upon immediately.
Magnum heads are all well and good but have things that may make their use less than advantageous. First - find a set that isn't cracked.... That may take a good long time, not to mention money. Then you have to swap cams. Then you have to - oh well, you know the litany. One of the reasons Magnums perform as they do is the 1.6 rocker ratio. Do the ratio thing to older heads and alot of the benefits of the Magnum disappear. Oh yeah - the intake manifold thingie....
Don't get me wrong, I don't dislike the Magnum - they represent a great era, but they are one choice among many and if you are on a budget - I would stick with EASY and readily availible.
I've not done anything with the 920 heads, but have with the 315's and 302's. By the way, the heart shaped combustion chamber in the 315's is as, if not more, effective in producing swirl. The maintain good velocity throughout the RPM band, accept porting without areas of stall, unless you go nuts. All in all a good head.
Seems like EVERY post assumes that the poster wants to spend a ton of money. OR that Magnum stuff is the answer to every topic small block. Let's help one another through our projects by maximizing what we HAVE (money is too hard to come by).
I am just completing an experiment. I have built a .030 318 with 315 heads (kinda cheated up but nothing that would raise the eyebrow of an NHRA tech) a 65 formula S intake, a 670 Avenger carb, one of our trusty record cams (.411 and .399), solid lifters, banana shafts, yada yada yada. I've corrected the ratio like we do on the wagon. It will have a 4600 stall converter, a good 904, and a 4.56 sure grip. All this in a cute little 75 Dart (oh yeah, it's lightened but still looks like new). Wanna guess what the E.T. will be. Probably shock alot of you. Point is, I had this stuff laying around. Don't think for a minute I wouldn't have used "better" stuff if I'd had it but bucks are slim. Suffice it to say this little car will probably run quicker than most think it should and it was a blast to build. How about 2600 in the entire project which includes a to the metal and back up paint job.
Enough of this. You guys are very sharp and I love reading about your antics.
Peace, Rev. Mopar
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