We are looking for a single plane intake for a 360 with 974 heads. This is going in a dirt LM 2250# min. with engine restrictions.Cam rule of .445-.465 at the retainer, hyd no solid, no vacuum rule. stock iron heads,stock bottom end, flat top pistons,block mount fuel pump,max 2.02-1.65 valves,max120# on seat springs, stock stamped steel rockers, well you get the idea now.

Which single plane would be optimum for this and does anyone have one used? Rules say any intake. This will be the only Mopar here and we get the sos of "it will never run with the chev 602 or other chev with the above rules". We know better, just arent able to find any parts around this,(No. Miss.)area. Plans are new rod bolts in resized rods, zero deck, .060 overbore, with heads at 60cc (min per rules) cam ground for lift specs but dur in higher range than the 220 ish in shelf cams, favoring exh side on 110-112 lsa.for flat torque curve.Figure on a 6200 max limit with 3500 to 6200 range.

Any ideas or suggestions on engine? Who has an intake? Oh btw this is only a 1/4 mi dirt track.

whats your intended RPM range/gear ratio? With that cam it cant be much over 5500 I would think. Personally from your description, on a 1/4 mile roundy round track I would run (and did) a good dual plane with a modified plenum.. you want more pulling grunt off the corners that a dual plane will give.

If you aren't limited to a 2 barrel carb I know guys that have had performance with the tried and true LD340.

4bbl/alum for the intake I'm assuming. Any of the large port single plane intakes like the torker II or strip dominator. You'd do much better w mag heads & opening up the bowls/bigger valves/some grinding on the pushrod pinch depending on the rules/what they check. I'm not in your class but I'll check the rules & get back to you. You CAN beat em EDIT if mag heads ain't allowed or wont work for you for whatever reason the 308's are much better than the 974/587's

4 bbl yes
No grinding or porting on intake or heads at all.Reason for asking about someone with used untouched intake.
RPM range guessing 3500 to 6200, quick change gears can be changed to adj to that.
Plans are to use 2.02-1.60 valves as rules does state that is max size allowed.

Remember we are only moving 2250# with driver on 15" wide tires.
We think that with the torque advantage of the A, there will be some bowtie jaws on the ground.Quite a few are saying that "you will never get anywhere with that Dodge against a 602 or a 350 with camel humps on it anyway!"

Could you run a magnum engine? or put magnum heads on the LA block? I think you'd be much better off.

We do have a 93FI 318 complete with beer barrel. Other than the 318, the 74 360 mentioned above is all for this project. The 75 RR drag car has the W2 headed 360.

Forgot to add there is a $1500 buy rule also in this class.

I'd start with the Edelbrock TM-5. Those old Tarantulas are still pretty darn good. It should scream right up to redline.
RE: engine. Use the lightest pistons and pins you can get away with and early 318 rods which are lighter for better acceleration out of the corners. If you have to use stock pistons I think the 5.9 pistons are lighter. Any chance of lightening the crank? The 360 crank is really heavy and has those huge main bearings.
If you can find a set of the latest LA 360 #308 heads they are reportedly better but need a single pattern cam for sure. Otherwise if no porting is allowed a set of X heads would be worth some power.
R.

Take 360 block and crank that u have use SP416H pistons. use the heads and rods from the 318mag have rods resized with good arp bolts. go ahead and have 2.02 valves installed in mag heads probly cheapest with .100 over chevy valves. Use a eddy rpm airgap for mag. get a bullit or hughes cam ground for your settup. There are folks on here that run the mag l/A combo and know what it takes. You get a 1.6-1 rocker with the mag heads which is a bonus.
Don't forget to have the rotating assy ballanced.

What are the SP416H pistons? What is the comp. height on them?
Lift will be checked at the valve, so rocker ratio will have to be figured in with cam specs.
The valves are already being considered along with hollow pushrods offset valve locks, different pistons with too tall comp height being milled to zero deck with smaller, lighter wrist pins.
And as you said it will have to be balanced.
Bullet cams are good folks. John has ground quite a few cams with my specs for my BBF over years.They are one of the few that will grind what you want and wont start the old "well what you need is---" from a phone guru that 99% of the time is a shelf cam they want to sell quick.

I'm sorry they are the #116 pistons. Very simular to the kieth black #107 I just like the speed pro better and you can get them a little cheaper. I would consider them a good quality claimer piston.


Brand Speed Pro
Manufacturer's Part Number Z8KH116CP30
Part Type Piston and Ring Kits
Product Line Speed-Pro Piston and Ring Kits
Summit Racing Part Number SLP-8KH116CP30
UPC 614046708396

Bore (in) 4.030 in.
Bore (mm) 102.362mm
Piston Style Flat top, with two valve reliefs
Piston Material Hypereutectic aluminum
Compression Distance (in) 1.660 in.
Piston Head Volume (cc) +5.00cc
Wrist Pin Style Press-fit or floating
Pin Diameter (in) 0.984 in.
Gapless No
File Fit No
Top Ring Thickness 5/64 in.
Top Ring Material Iron
Top Ring Facing Material Moly
Second Ring Thickness 5/64 in.
Second Ring Material Iron
Second Ring Facing Material Cast iron
Oil Ring Thickness 3/16 in.
Oil Ring Material Stainless steel
Oil Ring Tension Standard
Quantity Sold as a kit.
Notes CNC machined with DurOshield® coated piston skirt.

Thanks the specs on the piston is what I need.

You want a claimer motor to kill a 350?

Take the 318 apart, square deck it and take an aditional .035 off the deck and re assemble(or tell them to go to 9.550 deck height). This will give you a near zero deck (.006 below)flat top for dirt cheap and you can spend the rest on the heads/intake/cam. With out being able to grind in the chamber to deshroud the valve stick with the stock valve size, the stock mag heads will out flow the chevy heads at the low lifts real nicely. The stock heads flow real good at low lifts and a good valve job can pick them up a bunch as the throat is necked down real bad and could even use a 1.88 valve, that is how bad the stock VJ is but they still flow better than a chevy head. Mill them a few thou to get them down from about 65 cc down to your 60 cc. Use a performer RPM airgap intake, that intake consistantly makes the most power in that RPM range of any intake, plus on a roundy round motor it helps a lot more than a drag motor keeping the carb/intake cool for more HP. Bolt it all together with a .028 thick head gasket and use a thin layer of right stuff for an intake gasket (saves milling expense). Get your cam re-ground to about [Email]220@.050[/Email] and get the lift up as fast as possible to the max allowable(don't forget to check PV clearance). Use a set of the GM V6 3100 valve springs and retainers(super light and cheap behive spring), pull the stock valve cover baffles out to help keep the valve train cool. The really tight quench helps top end a lot too.

The 318 bore size does not seem to make any differance in flow with magnum heads VS a 4 inch bore. The 318 also has smaller mains that will rob a little less HP, the better R/S ratio will help top end HP in a head restricted engine. Between those two things it will be hard to tell a differance in displacement.

If you are stuck on re-boreing and buying new pistons then use the 360 with some KB107 pistons but that may eat up more budget that you could use on the top end.

The 318 I described above will make the Chevy guys come up with a new rule aimed at slowing down the mopars. I just built that exact engine in a 5000lb durango (minus the big cam)and dang that thing has TQ and HP like you wouldn't beleive, flat stomps my neighbors 5.9 durango with lower gears. The bigger cam should bring the RPMs up real nice to a range you will use.

Lots of good suggestion here, however, without a set of rules, it is all intellectual self pleasuring.

How about a link to the track, the rule book, or excerpts of the class specs.

corinthspeedway.com
click on rules
click on stock late model not late model stock

Where it says no rollers, amended to only factory hyd rollers in a factory hyd roller block. No aftermarket or retro kits. This was done only to allow their vortec factory rollers in. I had clarified on open forum that Chrysler and Ford would be allowed same. Although he was insinuating that Fords and Mopar was using a higher lift cam and that would not be allowed. I replied that I understand that the cam lift will still be checked at the retainer and that we are only talking about lifters.
No shaft rockers, changed to except factory Chrysler.

Check it out.