So reading this 425HP 360 thread:

https://board.moparts.org/ubbthreads/show...;gonew=1#UNREAD

I keep wondering what this 360 I'm putting together might be capable of. So here's the specs. What do you guys think?

360 +.030"
KB107's
.040" quench
10.6:1 CR
Edelbrock LA Heads.
Cam is 288º (254º @ .050") .525" solid on a 112º LSA
M1 Single Plane w/800cfm Thunder Series carb

What do you guys think it should be capable of laying down for numbers?

Thanks for the look and the guesses...

It all depends on the machining. Done by what I consider right, I'd be looking for just over 400hp from it. Some of the guesses on that post IMO are very "happy". You have a stout package there, but the cam is a medium size. Go0od for your build, ad strong on mid range. But might fall a litle short n the hp side if your goal is 430. And if the machining isn't spot on and complete, I would expect the numbers to hover around 390-400. Still plenty stout.

You should definately be able to get 400 with that combo. How far above depends on any head work that gets done and its quality

I do find it interesting that 400 out of a 318 w/KB167's and BOX STOCK Magnum heads and flat tappet cam is so easy to achieve, but this combo is barely worth 400? Not that I'm disbelieving your opinions, but that 400HP 318 was a VERY basic build, and from what I recall the Eddy heads for the LA still put out better flow numbers than bone stock Mags.

Keep 'em coming though. I am interested to hear what else is out there...

offload the single plane and get an Air-gap.
400-425 is a potent 360 for the street - be satisfied - build it and rubber will roll.

While I agree with you on the intake, I have 2 choices as I have to run what I have. I can use the M1 (which I have) or a 1968 factory 340 intake (which I have). I think the M1 will hurt the package less.

FWIW, at least there's a stick going in behind it!

most of Dulcich's stuff is done at Westech, which judging the numbers might be a slightly optimistic dyno, but I'd say you should be able to compare different motors from that dyno. Looking at the MM engine challenge power results, Comp Cam's dyno looks to be extra stingy (considering a 318 with ported enginequest heads and a solid cam only made ~380HP, and 400+" combos with ported eddies made less than 470 HP)

and unfortunately, we have no correlation between those HP numbers from those dynos and using the moroso power calculator trap speeds & weight, like Ryan J has with Ryder's dyno.

comparing dulcich's 400HP 318 to the 448 HP 360 in the other thread, and then comparing it to yours, I'd say a solid flat tappet vs. juice roller is going to be pretty much a wash, you have about 1 point more compression, better quench, but what I've seen of published OOTB numbers, the eddie mags flow slightly better, so I'd say all in all, it should perform similarly to the 448 HP 360 Dulcich did. Will it make 450 on every dyno? probably not. I'd guess the combo you have listed would easily get an A body into the 12's...

i agree about the air gap happiness.

id say your close to the rpm 360 combo, and make close to the # they did. 400-420hp.

Looks good overall but I'm not wild about a single plane manifold 112 centerline cam combination on a 360....although a 112 can be a good choice for a stick car (judging by your name and avatar) unless the car is really light it can cost you some ET so you might consider either tightening the lobe spread OR going to a big dual plane manifold. The reason is a single can cost you a bit of torque pound-feet right at the shift recovery RPM unless you've got excellent heads and you're winding it up pretty tight.


Wize's

Your results may vary!

couldn't have said it better. Why is it you can't get an air gap on there?

Budget. I HAVE the M1...I'd have to buy the Airgap. I haven't ruled it out for a later date....just not right now...

And yes, it'll have a stick. Looking at the MPH/rpm numbers with my ratios in one calculator, shift recovery should not be too bad...

i see a flaw in your plan Dan, you have picked a engine with the distributor in the wrong end of the engine.

turning the engine around will not fix your problem.

I would use a plane RPM intake over the AirGap. Same runners, same height less expensive.