pistons and cam to a 360
#541021
11/30/09 01:54 PM
11/30/09 01:54 PM
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Joined: May 2005
Posts: 41 Denmark, Aeroe
Moparbil
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I have been up with this subject before, but want to be sure I am doing right. I have a completely stock 1976 360 block in very good condition. The heads to be used are casting 3418915 2,02 valve. The cc are 64,2 I want to give the engine a new set of pistons and a performance cam to gain more power. I am kean to buy a complete engine rebuilt kit. http://cgi.ebay.com/ebaymotors/Dodge-Ply...sQ5fAccessoriesBut has been told I can get more performance without compromise drive ability. Have in this forum been advised to install Keith black 190 pistons and Comp cam extreme energy XE284H cam Can it be confirmed this set up will cause no trouble on pump gas, also I don't want to ruin idle. Can I really run pump gas on a compression rate above 10,5:1 ? Or should I more likely go for KB107 pistons and XE268H cam. All competent advice and experience welcome Thanks
Last edited by Moparbil; 11/30/09 02:15 PM.
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Re: pistons and cam to a 360
[Re: Moparbil]
#541022
11/30/09 02:14 PM
11/30/09 02:14 PM
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Joined: Jan 2003
Posts: 16,123 Grand Haven, MI
patrick
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I'd go KB107's and a lunati voodoo 60303.
1976 Spinnaker White Plymouth Duster, /6 A833OD 1986 Silver/Twilight Blue Chrysler 5th Ave HotRod **SOLD!*** 2011 Toxic Orange Dodge Charger R/T 2017 Grand Cherokee Overland 2014 Jeep Cherokee Latitude (holy crap, my daughter is driving)
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Re: pistons and cam to a 360
[Re: MoparforLife]
#541024
11/30/09 04:43 PM
11/30/09 04:43 PM
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Joined: Nov 2003
Posts: 36,040 Lincoln Nebraska
RapidRobert
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#1 is to get your quench (piston to head clearance) at .040". this will allow you to run a much higher CR wo pinging on pump gas that would for sure ping if your quench is over 045". With open chambered heads this will take alot of extra machine shop labor which is why closed chambers are so desireable.
live every 24 hour block of time like it's your last day on earth
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Re: pistons and cam to a 360
[Re: Moparbil]
#541026
12/01/09 10:05 PM
12/01/09 10:05 PM
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Joined: Feb 2005
Posts: 5,221 Branson, Mo.
joedust451
super gas
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super gas
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Don't wimp out lol, or stay conservative, if you want power out of that 360, then build power, i've run the KB107s with a small comp cam, it ran well, but "nothing" like the 370 i did up with KB190s, XE284H & RPM intake with a 750dp, you will be much happier trust me, you'll get the quench you need, & it'll run on pump premium, the comp. will be around 10.3/10.4 if the heads haven't been milled, i ran completely stock 915s, 2800 stall & 4.56 gears, it had BB power, this was also running PS & PBs, The KB 190s are safe to .600 lift if memory serves me (this is with un-milled Js), with your 915s haveing 202s, you might want to consider the XE285HL, if you can go .040" or even .060" over, you might want to consider that, mine never ran hot, never any detination, you can run a step or 2 colder plug, my cranking pressure was right around 190 psi.
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Re: pistons and cam to a 360
[Re: joedust451]
#541027
12/01/09 10:38 PM
12/01/09 10:38 PM
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Anonymous
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Anonymous
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Comp XE284H and KB IC742 forged [10:1 w/64cc head] pistons. thats my nickle.
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Re: pistons and cam to a 360
[Re: Moparbil]
#541029
12/03/09 04:50 PM
12/03/09 04:50 PM
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Joined: May 2005
Posts: 41 Denmark, Aeroe
Moparbil
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Quote:
OK OK joedust451 you sound convincingly sure. I go for big power and hopefully no trouble.
I am going to use stock crank and rods.
But tell me, how will the idle be. Much of the thrill with V8 is the rumbling sound. Would be sad to hear a rough mill.
?????
Do I need to take special precaution with regards to the extra load and stress bearing shells main caps and cylinder head are exposed to.
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Re: pistons and cam to a 360
[Re: Moparbil]
#541030
12/04/09 01:34 AM
12/04/09 01:34 AM
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Joined: May 2008
Posts: 5,399 Aurora, Colorado
451Mopar
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Quote:
I have been up with this subject before, but want to be sure I am doing right. All competent advice and experience welcome Thanks
I need more information before I can give any you any advice on component selection.
#1 - What is the vehicle this engine is being used for? #2 - How is the vehicle going to be used (daily driver, performance street, street/strip, race?) #3 - What is the drivetrain (transmission, converter stall, axle gear ratio, tire size?) #4 - any additional info like vehicle weight, performance desired, do you need to meet emissions testing, Fuel octane rating, operating altitude, parts that you wish to use, and estimated budget for the parts?
The above info will be helpful in getting accurate suggestions for parts that will work together.
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Re: pistons and cam to a 360
[Re: 451Mopar]
#541031
12/04/09 04:52 AM
12/04/09 04:52 AM
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Joined: May 2005
Posts: 41 Denmark, Aeroe
Moparbil
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#1 Plymouth Cuda 1970
#2 Daily drive / performance street,
#3 TF727, JW converter 11" 24-2800 stall 3:23 ratio 235/60x15 wheels
#4 Standard Cuda weight (app. 3000 lbs) Would like strong torque in low end, around 400HP. Emission test max 3,0 CO. Fuel octane 95 no lead. Operating at sea level. As in my origin question, a complete engine rebuild kit supplemented with high comp. pistons like KB190 or KB107 and cam like XE284H or XE268H Is a litlle worried about exstreme parts as crank and rods are stock and as been runing unknown miles, (the journals looks fine, though) Looking at the bores it seems to be a low mile engine. A cylinder service shop adviced me to bore it 20 over and leave the crank untouched. Budget max 1000$ However I have also noticed the stroker kits offered around 1500$ But this was not my orginal plan, still think pistons and cam change will do.
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Re: pistons and cam to a 360
[Re: Moparbil]
#541032
12/04/09 09:59 AM
12/04/09 09:59 AM
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Joined: Aug 2004
Posts: 425 Eastern Ontario
shaker340
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I'll be following this thread closely, I have exact same car and engine. I was thinking of using KB107 pistons with my current 8:1 comp 360, small valve heads, air gap intake, TTI headers and XE268 cam. My application is street cruising.
Mike
2008 Challenger SRT8 1940 Chrysler Royal coupe
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Re: pistons and cam to a 360
[Re: Moparbil]
#541033
12/04/09 11:52 AM
12/04/09 11:52 AM
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Joined: Jan 2003
Posts: 16,123 Grand Haven, MI
patrick
I Live Here
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I Live Here
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Quote:
#1 Plymouth Cuda 1970
#2 Daily drive / performance street,
#3 TF727, JW converter 11" 24-2800 stall 3:23 ratio 235/60x15 wheels
#4 Standard Cuda weight (app. 3000 lbs) Would like strong torque in low end, around 400HP. Emission test max 3,0 CO. Fuel octane 95 no lead. Operating at sea level. As in my origin question, a complete engine rebuild kit supplemented with high comp. pistons like KB190 or KB107 and cam like XE284H or XE268H Is a litlle worried about exstreme parts as crank and rods are stock and as been runing unknown miles, (the journals looks fine, though) Looking at the bores it seems to be a low mile engine. A cylinder service shop adviced me to bore it 20 over and leave the crank untouched. Budget max 1000$ However I have also noticed the stroker kits offered around 1500$ But this was not my orginal plan, still think pistons and cam change will do.
these specs, KB107 and a comp XE268 or voodoo 60403 will be much better than the Xe284. you'll want 3.73 or steeper gears and another 400-500 stall RPM for the bigger cam.
1976 Spinnaker White Plymouth Duster, /6 A833OD 1986 Silver/Twilight Blue Chrysler 5th Ave HotRod **SOLD!*** 2011 Toxic Orange Dodge Charger R/T 2017 Grand Cherokee Overland 2014 Jeep Cherokee Latitude (holy crap, my daughter is driving)
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Re: pistons and cam to a 360
[Re: Moparbil]
#541034
12/05/09 01:24 AM
12/05/09 01:24 AM
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Joined: May 2008
Posts: 5,399 Aurora, Colorado
451Mopar
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Quote:
#1 Plymouth Cuda 1970
#2 Daily drive / performance street,
#3 TF727, JW converter 11" 24-2800 stall 3:23 ratio 235/60x15 wheels
#4 Standard Cuda weight (app. 3000 lbs) Would like strong torque in low end, around 400HP. Emission test max 3,0 CO. Fuel octane 95 no lead. Operating at sea level. As in my origin question, a complete engine rebuild kit supplemented with high comp. pistons like KB190 or KB107 and cam like XE284H or XE268H Is a litlle worried about exstreme parts as crank and rods are stock and as been runing unknown miles, (the journals looks fine, though) Looking at the bores it seems to be a low mile engine. A cylinder service shop adviced me to bore it 20 over and leave the crank untouched. Budget max 1000$ However I have also noticed the stroker kits offered around 1500$ But this was not my orginal plan, still think pistons and cam change will do.
Thanks for the info. I will look into the parts combination tomorrow on my desktop computer. I'm on my laptop right naw and it has a cracked screen, so it is a PITA to work on. Here is my initial thoughts: stock crank and rods will be fine if they pass inspection for straightness and cracks, but the rod bolts will have to be replaced with higher strength rod bolts like those from ARP. You will want to recondition the rods after replacing the rod bolts to make sure the rods big end is round. You may want to compare the cost of the machine work and rod bolts to the cost of aftermarket rods? I have not looked into comparing the costs, but it is something to consider. Next, I would get the B&M 360 flexplate and have it and the dampner you use all ballanced so you do not need a specially ballanced torque converter. You did not mention what oil pan the 360 has (hopefully from a car), but a 318/340 oil pan will not fit a 360.
I forgot to ask what exhaust system? I am assuming headers with dual exhausts of 2.25 to 2.50"?
With your gear ratio and tire size (estimated at 26.1" tall), your engine RPM at 60 MPH is only about 2,500 RPM (2494.67 assuming no converter slippage.) Your gear/tire size/converter look like a decent match for a street car, and if you plan to keep those parts I would recommend an engine built for strong low/midrange torque, and not peak HP which may be well over 5,500 RPM which is really too high a power band for your gearing and converter stall.
You mentioned using stock iron heads? The heads are a big variable making power, and getting the compression and quench right. You say they have 2.02" valve, but what about porting? Do you know how much the heads flow? or at least have the bowls been opened up larger than stock? You mentioned 62cc's? is this an estimate or actual measurement? Also, if you want to build "quench" with those heads, what is the distance from the head deck to the flat "quench" area of the cylinder head. Keith Black has two Step headed dished pistins that can produce 9.5:1 or greater compression with good quench which may be an idea, but they are sort of a pain to clearance (may require extra machining.) If you plan to swap the heads in the future to a closed chamber design then you will want a flat top piston design.
I am also thinking of the detonation limits with your pump gas, and the cylinder head type. The open chamber iron heads will have to run at a lower compression ratio than closed chamber aluminum heads, so the heads used are a critical decision in the parts suggested.
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Re: pistons and cam to a 360
[Re: 451Mopar]
#541035
12/05/09 03:06 AM
12/05/09 03:06 AM
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Joined: May 2008
Posts: 5,399 Aurora, Colorado
451Mopar
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from your vehicle useage and RPM power range, the cams that operate in your power band would be something like the comp XE268 or XE274. The XE284 is pretty large and on the simulator it looks like it will only make a bit more power above 5,000 RPM (the heads start being the restriction), but give up 20-30 ft/lbs torque through the entire lower RPM range up to about 4,000 RPM.
The Launiti Voodoo 60403 and 60404 also look good. Also, the Hughes Engines HEH2832AL would work too.
once the compression ratio is ironed out it may help narrow the cam selection. The smaller cams would work good with slightly lower compression ratios, but could cause too high cylinder pressures with higher compression ratios, so if the head/piston combination has a higher compression ratio (I am thinking 10:1), then the larger sized can would help bleed off some low RPM cylinder pressure (Later Intake closing point plus more overlap.)
Depending on your cylinder head volume (62cc?), gasket volume (9cc?) the KB-107 piston should be about 10.53:1 compression, which may work ok with the larger cams. The SpeedPro ZH116CP piston is slightly shorter (compression height) and it would have about 10.17:1 compression ratio. I looked at the speed pro ZH405 pistons, but the compression ratios were pretty low, around 8.9:1 compression ratio. The KB-190's are domed pistons and about 11.35:1 compression which would be too high for pump gas using the iron heads and the cams noted above.
Right now, I am starting to like the looks of the Hughes HEH2832AL with the ZH116CP pistons, but the Voodoo 60404 with either the ZH116CP or KB107 pistons also looks like it may work too, but I am concerned about the higher compression ratios of the 107 pistons...
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Re: pistons and cam to a 360
[Re: 451Mopar]
#541036
12/05/09 04:49 AM
12/05/09 04:49 AM
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Joined: May 2005
Posts: 41 Denmark, Aeroe
Moparbil
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I will need to get a new oilpan, probably OEM style to fit e-body.
exhaust system? I am assuming headers with dual exhausts of 2.25 to 2.50"? Yes, correct, flowmaster mufflers
Offenhauser dual plane intake
Carburetor, a new will be selected probably 650-750
Heads are 3418915 castings modified to 2,02 inlet No further specs. CC are estimated. Stock CC are 65. guess they have been decked for straight ness, do not know how much it will influence. If accurate CC and other specs. are necessary I need to take heads off and measure. I can do that, they have to come off anyway.
Regarding quench, That is for KB190 as I understand , have learned 0,40 is the goal, and this should be obtained by using 0,39 gasket. If machining is required, is it then the piston to machine, I can do that in a lathe.
KB107 is non quench piston, and shall not be machined am I right ?
Thanks for your interest 451Mopar
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Re: pistons and cam to a 360
[Re: Moparbil]
#541037
12/05/09 10:33 PM
12/05/09 10:33 PM
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Joined: May 2008
Posts: 5,399 Aurora, Colorado
451Mopar
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Since I had nothing better to do today, I took a good look at the avaliable piston selections, and out of 27 pistons, the KB-107 is the least expensive for your combination at $199.95 set from Summit (I just used Summit to get the piston info and prices.) The Speed Pro ZH116CP is nearly the same as the KB-107 with a slightly lower compression height which would help lower the compression a bit, but they appear to cost almost $100 more ($295.92) than the KB-107. None of the quench pistons seem to get near the correct compression ratio, besides the KB-104 would be near perfect if you swap on aluminum closed chamber heads in the future. Using these specifications, here are some results: KB-107 Piston Block height 9.60" Rod length 6.123" Crank Stroke 3.580" Cylinder head volume 65cc Head gasket volume 8.997cc Air pressure 14.70 psi (sea level) Launiti Voodo 60404 cam installed per specs (intake opens at 64 degrees after BDC) The Piston would sit 0.012" below the block deck. The compression ratio would be 10.18:1 The estimated Cylinder gauge pressure would be about 161 psi (should be good for pump gas.) So for my The KB-107 pistons and Voodoo 60404 cam would be my choice, along with some closed chamber Edelbrock heads should make a real strong combination. I plugged the Info into Dynomation5 simulator, using flow numbers for stock unported heads, and the Edelbrock heads. With either head the low end / mid range torque looks nearly the same up to about 3,000 RPM. The torque curves are pretty broad and flat like you would want in a street car. Here are the HP /TQ numbers RPM - Stock HP - TQ --Edel HP - TQ 1000 - 68 ---- 359 --- 67 --- 351 1500 - 108 ---- 377 --- 109 --- 380 2000 - 150 ---- 395 --- 143 --- 375 2500 - 197 ---- 415 --- 198 --- 417 3000 - 239 ---- 418 --- 246 --- 431 3500 - 279 ---- 418 --- 293 --- 440 4000 - 307 ---- 404 --- 342 --- 449 4500 - 327 ---- 381 --- 387 --- 451 5000 - 331 ---- 348 --- 417 --- 438 5500 - 320 ---- 306 --- 437 --- 418 6000 - 293 ---- 257 --- 436 --- 382 This was using 750 cfm carb, high flow dual plane intake, and small tube headers with mufflers.
Last edited by 451Mopar; 12/05/09 11:39 PM.
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