that's what I want but I also need it to move a #4000 truck around as a daily driver in traffic. haul trash/boat and do some highway miles mostly 50-80 mph I always shot for a steady 60MPH = 1 mile a minute travel time. MPGs wont hurt anything.

things on the to choose from list. I would like to make use of this stuff so it is not sitting on the shelf collecting dust.

Intake /carb combo???

Holley 650cfm vacuum 2ndary spredbore List# for a 85 truck 360 4v q-jet replacement carb. NOS/NIB Military surplus. only mod I have add is a QF adjustable Vacuum pod on it. or a Edelbrock 1905 q-jet for a 85 truck

with a Holley STREET Dominator intake.

or

Holley 650DP on a Edelbrock LD4B ( I do have the Edelbrock RPM air-gap but will save it for the 360 headed 318 and later rebuild.)


transmissions on hand and ready to go in.

727 CRT-VB TF-II shift kit recommend mods from CRT to go with VB.

833OD hydro bell trying to procure a B-body 833 4 speed and not use OD

93-gas 2x NV4500 5 speed (really nice with 3.21-3.23 gearing in my truck but no speed shifting/racing it but it hauls the weight no troubles)

truck has e-body 8 3/4 axle on top of leaf with a rear shackle flip.

my left side says

650DP-LD4B
833 4 speed
3.91 gear/26" tire

but my right side says

650spredbore street dom
833OD or 727auto
3.23/26" tire

I am keeping in mind I am retiring and want to slow down and enjoy the ride. I just need it to be a peppy #4000 truck and keep up in traffic.

If it were mine I would use the NV4500 with the 3.91 gear and a vacuum secondary carb. Any of those cams would work and I would probably use the 222 @ .050 cam with the 3.91 gear or the 214 cam with a 3.23 gear. I would not recommend the DP carb in a truck that heavy. I had a 650 DP carb on my W200 with a 4.10 gear and 31" tire and it didn't work out to well. I ended up converting it to a VS, much better now.

food for thought. that NV4500 did give mpgs in my truck with a 235/75/15 tire 3.21 gear about the same as 29x9.50x15 3-55 gear. I would have to drop to 4th with 3.23 on a good up hill grade but 3.55 would walk up it in 5th while accelerating and gaining speed, idle through some thick sand beds and never spin a tire. I really did like that part of the NV4500 but never run my 3.91sg behind it. I can see it fitting the bill with the correct tire size.... when I removed it for the 727auto I could not get in the sand what so ever with the 3.55 locker it would just spin down fast unlike the granny gear 5 speed. I could spin it up with the granny gear and it would dig ruts and move right along let off throttle and the tires would pop right up on top of the sand and idle on.

what I did not like was trying to shift it fast. shift like butter but a might slow for racing it around on the street. about the best thing was the off the line hole shot with it and once in 3rd standing on the throttle it would haul the mail. on the interstate it would fly open road and would do 80-90 all the way all day.

this morning on the way to work I was thinking about a B-body a833 4 speed 3.23 or 3.91 and the pro/cons of it over the NV4500. after all a lot of Mopar legends were HP- B-body cars @ #4000 or more or a C-body with 4 speed??

6pac 440
a833
3.91sg 4.10sg 4.11sg 5.13sg
14" poly glass tires

#4000 + B-body

I always thought that as weird with the 14" wheels 26" tall tire and that low of gearing. but remember how they would smoke the tires through 3 gears like nothing and fly on the topend in a 1/4 mile. so my thinking is keep all those stock set ups in mind setting it up this time for a daily drive. only sorta fast.

so I come up with something close and was going for that same cam choice.
222@.050
a833 4 speed
3.23- 255/60/15 26" tall on 10" rim

it will see more traffic than off-road so this is more street truck friendly for crazing and can always pop in those 3.91s to rev things up some.

I do know for sure how well the 650DP worked on the 360headed 318/727/3.23 with the 5.2 whiplash roller cam. I was taxing it pretty hard. and now I am here building another one.

but the 650 spredbore Holley is a vac carb and I have added the QFT adjustable vac pod to it and is ready to go. best thing is all the stock 85 truck PTK linkage will fit with that spredbore Holley & Street dom intake if I stay 727auto

Well, I was thinking since you want to daily it and do light hauling the NV4500 might be a better choice. The DP with an automatic and the PTK would work alright. I like to just walk my truck up the mountain without down shifting it. So I can have it in 4th at 35 MPH and go WOT with no problem now, with the DP it just bogs and with the NP 435 basically being a 3 speed the gear spread is too wide.
But then again, you really don't have any hills in FL.

that's funny, I live at the foot of one of the highest hills in FL. IIRC, it is like 1200' above sea level. drive over it daily.

you are right it is a good choice. I used it already and know the feel well. about 3 yrs of daily driving it well. how I know what 3.21-3.23-3.55 all feel like in my truck. 3.21 the fastest out the hole and top speed in 5th but lacked pulling torque uphill- 3.23 was just about right for me- torque uphill depending on how heavy the load- 3.55 hauled all the load no problem but a tad to low gear for traffic under 45mph for me. most I haul or pull is a 82 sportster in the bed or 5 trash cans and only pull a small Jon boat. the biggest pull would be flat towing my 44 truck with a towbar with the sportster in the back when I retire. oh and maybe pull the Jon boat behind the 440 truck as it is flat towed. most likely not all at once. LOL!

BUT I have not had a a833 4 speed in about 25 yrs and were A-body Dusters. I love those A-bodys. 340shorty (R.I.P. Larry Green) had a 6pac340/a833/ pistol grip shifter from a B-body with the ramcharger bucket seats in his 80s d150 stepside with the 3.23-26" tire combo. so killing my A-body 4 speed desire working with what I got why not get as close as I will every get to owning another A-body 4 speed car. just put one in my truck..Yea that's it "just" such a bad 4 letter word, often over used and not fully understood that it is "easier said than done" most times. LOL!

plus I have yet to find and procure said a833 yet. got the truck and hydro bell parts already. I do have the a833OD & truck shifter on hand. Maybe just need to rebuild and swap some parts to make a a833???

also kinda why I want to keep the Holley Street dominator intake. sentimental about it because I had just got the intake in the mail and talked with Larry about the NOS Holley spredbore carb for it for the last time just days before he went to the Hospital for surgery and passed away. the plan back then was to copy his combo for my stepside when I first got it lowerd/tubbed.

so the a833 4 speed should haul everything I need and we are building my sons hunting truck which is an 86 4x4 and he has a 94 ram 1500 2x truck for a beater.

I retire soon, I am a paw paw with a grandson going on 4 and need a new truck combo that's a street friendly fun cruzer able to get out of its own way in traffic and only kind of fast.

let me see what I find on converting 833OD to a regular 4 speed. only thing I do know about the 833 is how to shift one and the OD has 1 of the levers upside down for the shift rod and I am not sure I am well versed in either of those 2 things I know either.

I am at 1000' and I live in a holler. I sent you a PM.

Scratchn update

Pistons are here.
Flat top .060

New rings comes with them

What piston do you have there? What is the compression height?

Oooo! Shiny things!

But no valve reliefs. Might be a problem with those .500 lift cams.

nice Mike!

sadly disappointed this morning driving by the sign and actually reading it.. I stand corrected it only 240 feet above sea level. not 1200. that must be why the 318 could get up it rather fast. LOL!

yea I was watching the bigger valves piston clearance. I am not against a little less lift as long as it is more than a 2v roller cam. LOL!

silvolite

3.970 (AT +.060")

flat top 9.0-1CR

ringlands 5/64"-5/64"-3/16"

comp distance 1.745"

pin diameter .9842"

if the math is correct it should be 328 cubic inch -/+

Another moparts member just gave me a Chet Herburt flat tappet cam with a fresh set of matching Chet Herburt lifters for it. he bought it a long time back for a 318 build but went another way on.

197*/203* @ .050

.410/.420 lift

112* LSA

this might be just enough little 318 needs.

Hughes has a roller cam same Dur@.050 but on a 110* LSA with .476-.485 lift.

the 5.2 whiplash I have been running may just get tossed back in there.

Probably won't be too hard to Zero deck those suckers and run a .028 head gasket.

The lift won't be the problem, gonna need to keep the duration down though so short duration with fast lift.

One thing I like to do when running a high compression motor is to chuck the exhaust valves in a drill press and polish the heads, start off with about 600 grit sandpaper and work in steps down to 2000 for a mirror polish, this keeps them from absorbing as much heat and helps keep detonation at bay. Remember the ex valve is one the hottest place in the chamber (as long as you get rid of the pointy thing between the valves).

How much do you usually pay to have a block decked 50 or 60 thousandths?

$200 for squaring and I usually take .030 ish off most blocks, combine it with piston comp height and gasket thickness to get a real tight quench.

I am assuming you are talking about a magnum block and pistons here HRD. .030 wont be near enough to get the op's 1.74 pistons to zero deck. How much did you cut off the magnum heads to get the 11 to 1 motor you mentioned in an earlier post?

If I remember right it was about .030 off the heads, any more and you start taking away valve seat but that may have been the 2.02 heads I did for my hot rod dakota stroker...?

Yes you are correct I think on the mag block it took around .035 or something for zero deck (after squaring) and the LA blocks were a little taller but I don't remember how much. Also part of me wants to say the decks got shorter for the last year or two of the LA also, maybe when they quit using shim steel head gaskets and started using composites. I used to have a ton of this info in my head and even shared stuff here like block weights, heights, how far in the hole pistons were, head weights... someone better with the google could probably find it in my old posts, I have forgotten way too much small block stuff since I been messing with mostly hemis now.

The 5.9 magnum in my wifes daily driver 15 passenger van is leaking out of pretty much everything butt the head gasket so I may need to dig up all my old magnum stuff and build another superduper mpg 318 for that thing. Then I could use the 5.9 for a superduper MPG project in my 93 dakota, so many ideas and so little time.