TUNING W2 HEADS

I've always used production heads and modified them. I now have a set of well ported W2. Probably going into a 34-3500 lbs body. I think that I can just play with the cam specs to generate more TQ at lower rpm to get this sled moving. This sound like a good plan of attack? 360 block. Might not be able to go more than a 4.10 gear.

I would look for a 4.00 stroke crank for the 360 to start with, make that baby use those good heads
Longer stroke equal more torque, correct?

Agree with Cab_Burge's recommendations...go bigger cubes...why not? Unless you are restricted by some kind of a rule, this would be precisely TORQUE being left on the table, which by the sounds of it, is what you are after...yes?

X3

X4 I have a stock stroke 363 with W2 heads 11 1/2 to 1 comp made 549 hp and 450 torque, my present motor : R3 Block, Indy 360-1 heads 4 inch stroke comes to a 408 91/2 to 1 comp . made 539 hp and 502 torque because of the increased torque I am able to run a 4.10 gear my 60 fts stayed the same vs 4.88s I ran with the 363. Didn`t need all the gear because of the torque increase.

X’s5. 4.0 or better arm, short duration cam, (so it fits the rpm band your driving in & using) high lift to take advantage of the available air flow, and as demonstrated above by 11 sec Dart, a high flowing intake and exhaust track because that is where the biggest restrictions are.

Get it done like that and most any boat will move well!

Why do you guys insist that everyone build a Stroker engine. A stock crank 360 is a great platform that can and will run great with the right combo.

I would be concerned about the heads being "well ported". Can you elaborate? If they are ported to the point of having rectangular ports, IMO it won't work well.

At the risk of being a jerk;

“1970 Duster
Edelbrock headed 408
6.143@110.89 mph
9.73@135.05 mph shifting at 6700 RPM
422 Indy headed small block
6.001@113.27mph
9.44@138.23”

Also he is concerned about his cars weight and missing out on low end torque.
Can you recommend a good dual plane for his W2 heads that are readily available?
Otherwise, I suggest a Holley Streey Dominator since the intake runners are slightly more narrow than the MP-M1.

You have to explain "low end" first. Stroke doesn't make power. That's why you have a transmission and rear axle. The actual RPM of a 4 inch stroke compared to a 3.58 stroke is about 400 RPM. Maybe. So we are talking about a shift speed of 7100. Not earth shattering by 1999 standards.

Just for an RPM example my son was having a shift issue last Sunday at Keystone with his air shifter so he lowered his shift RPM from 6600 rpm to 6400 rpm on his stock stock 360, at 3200 pounds, 727 transmission, and 4.10 gears and in 90 degree plus heat it slowed from a 6.62 to a 6.64

From a purely pragmatic standpoint......

A SCAT 9000 series 4” crank is less than $400.
For that price I get an additional 40 cubes, a crank that is easily internally balanced, which gets me away from needing a weighted flexplate/converter and 360 specific damper.
As a bonus, I don’t have to pay $150-200 to get a stock crank cleaned, magged, and ground.

IMO, it’s a no brainer.

That is my thinking. A bonus! From 360 cubes to just over 400. That will add torque quite well. Proper camshaft selection is the next step.

Good point, Fast68. Plus, the extra cubic inches will allow one to use more of the W2s flow potential at a usable rpm, think much more area under the curve.
Also lowering peak rpm in general reduces valvetrain issues and cost.
But, if one intends to run the same rpm then connecting rods and lighter pistons are the next step.

R.